Bennet Shapiro MD is an orthopedic surgeon and Naval Officer. He discusses the importance of doing what you can do despite limitations during Mayo Clinic Diving and Hyperbaric Medicine 2023 Conference.

Diveheart is a nonprofit tax-exempt 501(c)(3) organization. Our mission is to build confidence, independence and self-esteem in the lives of children, adults and veterans with disabilities through scuba diving, scuba therapy, and related activities. 

For more information, visit https://www.Diveheart.org

• https://www.instagram.com/diveheart
• https://www.facebook.com/diveheart
• https://www.twitter.com/diveheart

The Carnatic was as a 1,776 GRT steam-powered wood-on-iron constructed Clipper Ship built at Samuda Brothers, Cubitt Town, Isle of Dogs, Poplar, UK for the Penninsula & Orient S.N. Co., London (later to be known at the P & O Line). When her keel was laid in early 1862, she was originally to be named Mysore. However, when she was launched 12 June 1862 she was renamed the Carnatic. Completed 25 April 1863, she was 89.4 meters in length, 11.6 meters in beam, and 7.8 meters in draught. The ship was outfitted with square-rigged sails typical of clipper ships of the era, and also had a 4-cylinder compound inverted steam engine from Humphry’s and Tennant, London, which provided 2,442 Hp to a single shaft and a 3-blade propeller.

On 27 June 1863 she sailed for Calcutta where she assigned service on the Suez-Bombay- and China route. The Suez canal would not be completed until September 1869, so at that time Suez was a seaport where ship’s cargoes and passengers were embarked or were delivered too.

In 1867, Captain Philip Buton Jones took command of the ship, and by all accounts was considered a “seaman of the ablest means”.

At 1000 on the morning of 12 September 1869, the Carnatic departed Suez for Bombay with 34 passengers, 176 crew, and a cargo consisting of copper sheeting, bales of cotton, Royal Mail, and 40,000 GBP in specie which was destined for the mint in India.

As the ship headed south, Captain Jones remained on the bridge to personally oversee the ship’s navigation through the narrow passages and hazards of the Gulf of Suez. Maintaining a speed of 11 knots, the ship continued south throughout the day, with day turning to clear evening when the Ashrafi Light was sighted at 2340. However, no bearing on the light was taken. As the watch team changed at midnight, the Ashrafi Light was well astern of the ship. At 0100 13 September, the Second Officer became aware that Shadwan Island lie dead ahead. Captain Jones ordered a new course which he believed would allow the ship to clear the Island. However, at 0118 waves were sighted off the starboard bow indicating a reef. The helm was put hard over to starboard and engines to full back, but to no avail…..

The ship hit the reef of Sha’ab Abu Nuhas and was hard aground. Captain Jones then conducted a thorough inspection of the ship and determined that the pumps could handle the water that the ship was taking on. As there was no apparent danger to the passengers or crew he ordered that everyone was to remain onboard.

At dawn, Captain Jones realized that the ship was hard aground and ordered some of the cargo of cotton bales thrown overboard to lighten the ship in an attempt to refloat her on the changing tide. This, however, proved unsuccessful. Some passengers requested to disembark and make for Shadwan Island, a request which Capt. Jones refused as he was expecting the S.S. Sumatra to pass near the Carnatic’s position, inbound for Suez, in the near future. And although the ship was taking on water, the pumps were controlling the flooding, the ship had power and appeared to still be sound.

As the day wore on there was no sign of any passing ships, so Capt. Jones decided that all passengers and crew would spend another night onboard the ship, although some passengers again requested to disembark for Shadwan Island.

As the ship sat on the reef, it had been swinging from side-to-side with the waves, which unbeknownst to captain or crew, was slowly weakening the ship’s keel. At 0200 on 14 September the water level in the engine room reached the ship’s boilers which resulted in the ship losing all power (and loss of the pumps as well!).

At daybreak, with the ship flooding uncontrollably, Capt. Jones gave the order to abandon ship with women and children being ordered the first to depart the ship. The first of the women and children had just been put into a lifeboat when the ship suddenly broke in half. The after section of the ship immediately went to the bottom resulting in the loss of 5 of the passengers and 26 crew. The forward section of the ship rolled over onto its port side taking the remainder of the passengers and crew with it.

The passengers and crew in the water struggled for their lives and many managed to make it to the top of the reef.

The survivors managed to make it to Shadwan Island in the remaining lifeboats, arriving on the island at sunset. A signal fire was started atop the island which was later sighted by the passing S.S. Sumatra who rescued the survivors. 31 people lost their lives in the sinking of the ship.

Captain Jones was ordered to England to stand before a formal Board of Enquiry where it was determined that the grounding of the Carnatic was the result of negligence on the captain’s part. Captain Jones’ Master ticket was suspended for nine months. However, Captain Jones never went to sea again…..

The Carnatic’s cargo was salvaged in the weeks following the sinking where 40,000 GBP of cargo and specie were recovered.

Diving Information

The Carnatic lies at the base, and parallel to, the Sha’ab Abu Nuhas reef at a depth of 18-27 meters. When the ship sank, she had broken into two sections. When the ship settled on the bottom, the two halves settled nearly back together! The wreck is lying on its port side with the bow of the ship is pointing to the east and stern pointing to the west. The fore and aft sections are nearly complete, separated by the section of the ship where it broke in two. The wooden deck and hull have long since deteriorated and disappeared, leaving only the iron structural ribs and frames. This makes for an easy penetration into the ship down to what was the second deck. At the bow one can see where the bowsprit and figurehead were once mounted. At the stern, window ports still remain and one can penetrate the ship down two deck levels. Beneath the stern lies the rudder and the three-bladed propeller which make for some beautiful pictures! The entire wreck is populated with soft corals, glass fish, crocodile fish, lion fish, and the occasional blue-spotted stingray. Diving the wreck can pretty much only be done in good weather and by being dropped off by Zodiac. A very nice dive adventure!

Learn more about diving the SS Carnatic at https://www.redseasafaris.com

Marine Veteran Greg Rodriguez suffered a traumatic brain injury that changed his life. He felt useless, but Diveheart & Scuba Therapy helped turn Greg around. His story is featured in this WGN TV Medical Report.

For more information, visit https://www.Diveheart.org

• https://www.instagram.com/diveheart
• https://www.facebook.com/diveheart
• https://www.twitter.com/diveheart

A waterspout is a powerful columnar vortex that forms over water and typically resembles a funnel-shaped cloud. Some are associated with cumulus congestus, some with cumulonimbus clouds, and others with cumuliform clouds. A fair-weather waterspout’s life cycle has five stages. A prominent circular, light-colored disc with a larger, darker area around it at first appears on the water’s surface. A pattern of light-and dark-colored spiral bands emerges from the dark spot on the water’s surface after the formation of these coloured discs on the surface. Then, around the dark spot with what seems to be an eye, a dense ring of sea spray known as a “cascade” appears. The waterspout eventually transforms into an apparent funnel that leads from the water’s surface to the cloud above. The spray vortex can reach heights of several hundred feet or more, and as it moves, it frequently leaves a visible wake and a related wave train. The life cycle of the waterspout is finally completed as the funnel and spray vortex start to dissipate as the warm air inflow weakens.

Most waterspouts are weak, small rotating columns of air over water rather than sucking up water. Stronger variants, produced by mesocyclones, do occasionally exist, despite generally being weaker than their land-based counterparts.

Although they have been spotted in the Great Lakes, tropical and subtropical regions are where waterspout formation is most common. But, nine waterspouts were reported on Lake Michigan in the United States at once in 2012. Although they are rare, waterspouts have been observed in conjunction with lake-effect snow precipitation bands.

Tornadoes over water, also known as “tornadoes watersprouts” are formed from mesocyclones in a manner that is essentially the same as how tornadoes on land are formed in connection with severe thunderstorms. Tornadic waterspouts would also include a tornado that crosses from land to water. True tornadic waterspouts are consequently more uncommon than their fair-weather counterparts.

Any object within 90 cm (1 yard) of the water’s surface, including fish of all sizes, frogs, and even turtles, can be lifted into the air, depending on how quickly the winds from a waterspout are whipping. Sometimes, a waterspout can pull small animals like fish out of the water and up into the cloud. Even if the waterspout stops rotating, the fish in the cloud can still be carried over land and tossed around by the wind until the cloud’s currents are no longer able to keep the fish in the air. People up to 160 km (100 miles) inland have reported seeing fish fall from the sky.

In the 18th and 19th centuries, it was a widely held belief among sailors that firing a broadside cannon volley dispersed waterspouts. Captain Vladimir Bronevskiy, among others, asserts that it was a successful tactic because he saw a phenomenon disappear in the Adriatic. The Mary Celeste was abandoned, and a waterspout has been suggested as the cause.

Watersprouts have long recognized as significant marine hazards. Watercraft, aircraft, and people are all in danger from stronger waterspouts. It is advised to stay well away from these phenomena and to always be alert by monitoring weather reports. When waterspouts are expected to move onshore or have already been sighted over coastal waters, the National Weather Services frequently issues special marine warnings or tornado warnings.

We’ll be showcasing Chris’s videos in collaboration with The Scuba News Canada. These are educational and informative, and Chris admits that he hopes to inspire people to try scuba diving. On TikTok, he has over 145,000 followers from all over the world. He makes regular scuba diving adventure and instructional videos, as well as answering viewer questions in his videos about anything scuba or water-related. He feels seasoned divers can stay current with the new dive industry and training philosophies, so his channel has something for the novice to experienced divers.

About Chris Foisey

Chris was certified at Dans Dive Shop in 2011 and started working there that summer. After a few years, he started to pursue technical diving as well as becoming a Padi Dive Master. Over the years he has built his certifications up to a Level 1 cave diver and trimix decompression diver, Padi Master Scuba Diver Trainer as well as a hydrostatic technician and a full-time employee at Dan’s Dive Shop. Over the last 10 years, Chris has completed over 1200 dives all over the world and personally certified over 300 students.

Follow Chris on TikTok, Instagram and YouTube & Modern Diver

Follow Chris on Facebook

Here at The Scuba News, we are always highly impressed and supportive towards the work of Diveheart, whose primary mission is to build confidence, independence and self-esteem in the lives of children, adults and veterans with disabilities through scuba diving, scuba therapy and related activities.

Over the coming couple of weeks we will be showcasing some of the great videos Diveheart have produced, focussing specifically on their work with veterans.

For the first video in this series, Daniel and Nick, Military Veterans and Adaptive Dive Buddies, talk about the healing power of scuba diving. Daniel was a Marine Combat Medic and Navy Diver. He sees diving as a way to clear his head of difficult memories and bad thoughts. Nick was a firefighter during 9-11 and has been diagnosed with PTSD. When scuba diving, he finds peace of mind and relief from physical pain.

Diveheart is a nonprofit tax-exempt 501(c)(3) organization. Our mission is to build confidence, independence and self-esteem in the lives of children, adults and veterans with disabilities through scuba diving, scuba therapy, and related activities. 

For more information, visit https://www.Diveheart.org

• https://www.instagram.com/diveheart
• https://www.facebook.com/diveheart
• https://www.twitter.com/diveheart

A recently opened exhibit on the sunken mysteries of Lake Havasu reminds snorkel and scuba fans of what lies beneath the usually calm waters of the Colorado River. 

Lake Havasu is home to some of the best dive sites in Arizona and the Southwest with more than 30 specific dive sites featuring attractions such as shipwrecks, sunken planes, underwater geology and fish habitats.    

The Lake Havasu Museum of History at 320 London Bridge Rd. celebrated the grand opening of a new exhibit and scale model presenting the history of Millers Folly, a 60-foot double-decked paddlewheel boat built by locals from spare parts in the city’s early days. It was made of steel pipe, oil drums, a 1949 Ford Engine, a plow wheel, oak paddles, and a world of ingenuity before it was scuttled in 1978 in about 30 feet of water off Site Six, where divers can still view it. 

The exhibit runs for the next few months.

Learn more at: https://www.golakehavasu.com/lake-havasu-museum

Video of a diver carving a pumpkin underwater at Otter Lake, north of Flint, Michigan

Every maritime team needs to know the best water rescue methods. Learn the best water rescue tactics and develop vital skills to save lives in critical moments.

Marine rescue teams save lives, preserve property, and prevent accidents from turning into disasters. A successful water rescue effort requires a clear understanding of different rescue methods, equipment, and techniques that can positively impact the outcome of an emergency. Every team needs to know the best water rescue methods to develop vital skills in critical events.

The Importance of Water Rescue Methods and Tools

By mastering various water rescue methods and utilizing the right equipment, responders can assist with water emergencies and ensure the safety of the victims. Inflatable water rescue boats are essential for rescuers. They offer various features, such as rapid inflation, increased maneuverability, and portability, making them fundamental to water rescue operations.

Reach, Throw, Row, Go, Tow

Maritime rescue missions include the following methods: Reach, throw, row, go, and tow. They form the basis of effective water rescue methodology. Understanding and mastering these techniques can improve the outcome of each marine rescue mission.

Reaching Technique

The simplest and safest water rescue method, the reaching technique, involves extending a pole, branch, oar, or other sturdy object to a victim close enough to grab onto it. The reaching technique provides the rescuer with a comfortable and secure position at the water’s edge and avoids risks associated with entering the water themselves.

Throwing Technique

Marine rescue teams must utilize the throwing technique when the victim is far away. This method requires rescuers to throw a flotation device or rope toward the victim to establish a connection and pull them to safety.

Rowing Technique

Rescuers can approach a victim using a rescue boat or personal watercraft. The rowing method is beneficial in environments with strong water currents or for exhausted victims who are unlikely to swim toward the rescuer.

Go and Tow

Marine teams must be well-versed in the go-and-tow methods when entering the water to save a person. With the go method, rescuers swim to the victim with a flotation device at the ready. The tow method requires the rescuer to secure the victim to the flotation device or a rope before moving to safety.

Helicopter Rescue

In extreme cases, a helicopter rescue may be the most feasible solution. Helicopters are ideal for offshore or remote water emergencies. Rescuers use a winch to extract victims from the water. This method requires pilots and rescuers to communicate when rescuing victims.

By mastering these various water rescue methods and having a thorough understanding of the tools neededin these situations, marine rescue teams can save lives and prevent tragedies. Investing in high-quality rescue equipment and maintaining a well-trained team can significantly enhance rescue teams’ ability to safeguard their community and have a positive impact.

The Maritime Museum of BC is thrilled to announce that our new feature exhibit titled Victoria Harbour will run from 2 November 2023 – 6 April 2024.

About the Exhibit

Nestled in the heart of the city, Victoria Harbour is a place of so many personal memories but how often do we think of its own history?

Collections and Exhibits Manager Heather Feeney says: “If you take a moment to stop and look around, you’ll see that the wharfs and buildings ringing the harbour all have stories to tell.”

Join us this season at the Maritime Museum of BC to delve into the wide-ranging history of the harbour. Victoria Harbour explores everything from the natural environment, to early industry, to how we work and play in and around the harbour today. While these are only some of the many pieces of the harbour’s past, we hope they will stay with you the next time you take a walk along the causeway. 

Media Details

Media are invited to come in on Thursday, November 2 between the hours of 1:00 to 4:00 PM. Please identify yourself as media at the front desk.

Maritime Museum of BC staff will be available for comment. Photography is welcome.

Information for the Public

Exhibit Dates: 2 November 2023 – 6 April 2024

Location: 744 Douglas Street

Hours of Operation: 10 AM – 5 PM

Website: www.mmbc.bc.ca

Admission Rates:

• Adult – $10.00
• Senior/Student – $8.00
• Youth (12-17) – $5.00
• Child (under 12) – Free

The Chrisoula K began life as the 3,720 or 3,807 GRT Cargo Ship Dora Oldendorff built at Orenstein, Koppel and Luebekker, Lübeck, Germany for Egon Oldendorff’s growing post-WWII fleet. Launched 16 December 1953 and completed early in 1954, she was 98 meters in length, 14.8 meters in beam, 9 meters in draught, with a single 2,700 bhp 9-cylinder diesel engine from Masch, Augsburg-Nuermbuer (MAN), Augsburg, Germany, connected to a single shaft for a maximum speed of 13.5 knots.

The Dora Oldendorff was sold in 1970 (Company Unknown) and was renamed the Anna B. She was sold again in 1979 to the Clarion Marine Company, Piraeus, Cyprus, and renamed the Chrisoula K.

Loss of the Chrisoula K

In late August 1981, the Chrisoula K got underway from Italy with a cargo of floor tiles destined for Jeddah, Saudi Arabia. The ship, under the command of Captain Kanellis, made safe passage across the Mediterranean Sea, transit through the Suez Canal, and navigated through the narrow confines of the Straits of Suez. One source states that Captain Kanellis was on the bridge for the entire passage from Italy up to this point and then turned the helm over to another officer in order to retire for some well-earned rest. True or not, the ship continued on its passage south, steaming at full speed, when it struck the northeast corner of Sha’ab Abu Nuhas at position 27°34’50″N; 33°55’30.

There was apparently enough damage to the hull of the ship that it was considered a total constructive loss (See Lloyd’s List entry for 01 September 1981). The 21-man crew was picked up by the Egyptian Navy based at Hurghada and delivered to Suez shortly afterwards. The ship soon began to take on water and, with her bow firmly embedded in the reef, began to sink by the stern. Eventually she settled on the bottom at the base of the reef in 20-30 meters of water.

Diving the Chrisoula K

The bow of the ship, also known as the “Tile Wreck“, used to be clearly visible on top of the Sha’ab Abu Nuhas Reef. However, due to years of wave action and exposure to the elements, there isn’t much left of this part of the ship to see above the water (in fact, practically nothing!).

One need’s calm seas in order to get to the wrecksite. The main part of the ship lies in a fairly upright position at the bottom of the reef, while the stern has keeled over almost completely onto its starboard side. Penetration into the engine room located in the stern section is possible, but a bit disorienting due to the ship’s stern being on its side. There is much to see in the engineering compartments as the ship was not salvaged. Flashligts, flashlights, and more flashlights are recommended. Silt-out conditions are also another consideration here….watch your finning!

Back outside of the wreck, the rudder and propeller are still in place at 26-28 meters. Going shallow along the port side of the ship’s hull there is a gap between hull plates which allows access into the ship’s holds where the cargo of tile still remains. All-in-all, this is another one of those wrecks that makes the Red Sea such a unique diving destination.

Learn more about diving the Chrisoula K at Abu Nuhas at: https://www.redseasafaris.com

HMCS Saskatchewan was a destroyer of the Mackenzie class that served in the Royal Canadian Navy (RCN) and then in the Canadian Forces. She was the second naval unit in Canada to bear the name of HMCS Saskatchewan. The vessel is named after the Saskatchewan River in Canada, which runs from Saskatchewan to Manitoba.

She was mostly utilized as a training ship on the west coast after entering service in 1963. In 1994, she was decommissioned and sold as an artificial reef. She was sunk off the coast of British Columbia in June 1997.

The Mackenzie-class ships had a length of 366 feet (112 meters), a beam of 42 feet (13 meters), and a draught of 13 feet 6 inches (4.11 m). The Mackenzie’s had a complement of 290 and displaced 2,880 tons (2,830 long tons) when fully loaded.

HMCS Saskatchewan was initially stationed on the east coast, in Halifax. She was stationed off Haiti as part of an international force monitoring an insurgency against the sitting president, François Duvalier, in April 1963, while sailing to the Pacific. She was assigned to the Pacific in October 1963 and ran aground in the Gulf of Georgia on September 8, 1968. A court-martial later found the captain guilty of carelessness in the case. The destroyer returned to the east coast in February 1970, when she took over as the flagship of NATO’s standing fleet, STANAVFORLANT, from HMCS Nipigon.

Saskatchewan returned to the west coast in 1973 and spent the rest of her service there, mostly as a training ship with the Royal Canadian Navy and later the Canadian Forces’ Maritime Forces Pacific. The destroyer was dispatched in July 1982 to pursue the Soviet spy ship Aavril Sarychev, which had been spying on the west coast of North America. From May 27 to June 17, 1986, she was undergoing a DELEX overhaul at the Burrard Yarrow Shipyard in Esquimalt. She was one of the Canadian warships dispatched to Australia in the fall of 1986 to take part in the Royal Australian Navy’s 75th anniversary festivities. The ship remained a training ship with Training Group Pacific until 1 April, when she was paid off.

YouTube

November 29, 1966 on this day in history

Only Dennis Hale survived of the 29 crew members when the SS Daniel J. Morrell freighter broke in half and sunk off Harbor Beach (63 miles north of Port Huron, Michigan) in an unforgiving November Lake Huron storm. In the same storm, Sistership Edward Y. Townsend suffered a broken hull and was condemned when it arrived at Sault Ste. Marie, Ontario.

At first, investigators did not believe Dennis Hale’s account that the vessel broke in two at the water surface, and the stern continued under power until it finally sunk.

The SS Daniel J. Morrell was a 603-foot (184 m) Great Lakes freighter. The freighter was used for carrying bulk cargo such as iron ore, but when the 60-year-old ship sank, it was working with only ballast. Daniel J. Morell was designed and launched in 1906 by the West Bay City Ship Building Company, based in West Bay City, Michigan. Its tonnage was 7,239 GRT, was 603 feet long with a 58-foot beam and powered by 2 marine boilers.

Daniel J. Morrell was trapped in winds greater than 70 mph (110 km/h) and swells that topped the ship’s height 20 to 25 ft (6.1 to 7.6 m) waves in the last run of the season with her sister ship, Edward Y. Townsend. The Townsend made the decision to take shelter in the St. Clair River during the early morning hours, of November 29, 1966, leaving Daniel J. Morrell alone in the waters north of Pointe Aux Barques, Michigan, and attempting to head to the protection of Thunder Bay. The ship started her death throes at 02:00 am, forcing the crew onto the bridge, where many jumped in the 34 ° F (1 ° C) degree Lake Huron waters to their deaths. The ship’s hull broke at 02:15 am and thus water started to flood in. The remaining crewmen loaded into a raft.

There were shouts that a ship had been spotted off the port bow as the remaining crew waited for the ship to break up and the raft to be tossed into the lake from the bow of the Morell where the crew had boarded. Moments later it was discovered that not another ship was the looming target, but the aft portion of Daniel J. Morrell, barreling toward them under the power of the engine of the ship. With the rafts heading into the distance, the ship broke up.

In the words of author William Ratigan, the vessel’s remains vanished “like a great wounded beast with its head shot off into the night”.

The following afternoon, 30 November 1966 around 12:15 pm, Daniel J. Morrell was reported missing as she did not make her destination, Taconite Harbor, Minnesota. A “be on the lookout” warning was issued by the U.S. Coast Guard and several vessels and aircraft were deployed to search for the missing freighter.

A Coast Guard helicopter spotted the sole survivor, 26-year-old Watchman Dennis Hale, nearly frozen and floating in a life raft with the bodies of three of his crew members at about 4:00 pm on November 30, 1966. In freezing weather, Hale survived the nearly 40-hour ordeal wearing only a pair of boxer shorts, a lifejacket, and a pea coat.

Escaping the same fate as her sister ship, Edward Y. Townsend had been found to have a large crack in her deck that grew worse from the same storm. She was considered a complete loss, and for nearly two years she remained docked. Plans were made for the vessel to be towed to Europe for scrapping. On October 7, 1968, she was caught in a heavy storm off Newfoundland on her way to Europe, and snapped in two and sank in the approximate area where the RMS Titanic had sunk many years before.

Eventually, the remains of 26 of the 28 missing crewmen were recovered, in the days following the sinking. Some of the crewman bodies were not found till May of 1967. In May 1967, the two men whose bodies were never found were confirmed to be legally dead. On September 2, 2015, at the age of 75, Dennis Hale, the sole survivor of the sinking, died of cancer.

The significant factor in this loss was the disruptive force of the November seas and wind, on the Great Lakes as it was in several similar accidents which include the Edmund Fitzgerald and the Henry Steinbrenner. The Coast Guard investigation of Daniel J. Morrell’s sinking reported that she broke in half because of the brittle steel used in her hull, which was a “common problem” in ships constructed before 1948.

Daniel J Morrell remains intact and upright underwater. There are two sites for diving. At 130ft (40m), the bow can be reached, but both the bow and the stern rest at about 200ft on the bottom (61m). The mast, intact cabin, mushroom anchors and a long swim to where the ship broke in half are the signature features on the bow. The stern has just about everything to see as when it went down, lifeboats on the side, dishes in the galley, life ring down the stairs, and open engine room. The top of the deck features a double wheel and a smokestack.

This is an technical dive due to the depth, resting at 200 feet.

In the azure waters of the Northern Red Sea, an enigmatic relic from a bygone era lies silently on the seabed—a Soviet-era T-43 class minesweeper known as the El Minya. Her story is one of international diplomacy, aerial warfare, and the mysteries of underwater exploration.

A Soviet Gem in Egyptian Waters

The EL Minya, also referred to as El Mina, El Minia, El Miniya, or El Miniaya, had its humble beginnings as a product of Soviet shipyards in the late 1940s. The T-43 class minesweeper, originally designed in the UK, found its way to the USSR and was built at shipyards in Leningrad, Kerch, Poland, and even under license in China. Of the 178 ships in this class, Egypt became the recipient of seven, including the EL Minya.

President Nasser’s diplomacy was instrumental in securing these vessels, which arrived on the shores of Egypt in the spring of 1956 as part of a $120 million arms treaty. Curiously, the T-43 class minesweeper’s origins traced back to the UK, showcasing the complexities of the global arms trade.

A Naval Tribute to Egypt

The four T-43 ocean-going minesweepers delivered in 1956 were named after Egyptian cities—Assiout, Bahaira, Gharbia, and the hometown of President Nasser himself, El Minya. Unfortunately, the El Minya’s fate was sealed in the midst of a turbulent political climate.

A Fateful Day in 1970

On the fateful day of February 6, 1970, the peaceful waters of Hurghada in the Northern Red Sea bore witness to a harrowing aerial attack. Four to six Israeli aircraft, likely Phantom F-4 A or Mirage III jets, approached Hurghada under the shroud of low altitude to evade radar detection. Their mission: to neutralize a radar station near the airfield. Anchored at the naval base, El Minya unwittingly became a part of this high-stakes drama.

El Minya’s anti-aircraft guns posed a threat to the low-flying Israeli aircraft and made her a prestigious target. During the attack, a small bomb struck the starboard side of the minesweeper, causing it to roll over. The ship, though still afloat (some accounts suggest it sank and resurfaced), was subjected to another round of attacks by the Israeli aircraft, with machine gun fire targeting the underside of the hull. Ultimately, the El Minya succumbed to the depths of the Red Sea, leaving an anchor chain on the seabed as a haunting reminder of her tragic end.

The Political Backdrop

The events leading to the El Minya’s demise were shaped by the political turmoil of the era. In the early 1970s, Egypt and Israel were embroiled in tensions stemming from Egypt’s desire to regain the Sinai Peninsula, lost during the Six-Day War of 1967. These hostilities culminated in the Yom Kippur War of 1973.

Exploring the Wreck

Today, the sunken El Minya serves as a compelling underwater site for divers seeking to explore history beneath the waves. Divers often begin their journey at the stern of the wreck, where the ship lays on its port side, leaning against the superstructure. This vantage point offers a view of the ship’s two propeller screws and rudders, leading to the south side over the stern deck. Here, massive rolls of cable used for towing torpedo-like mine sweeping devices are still visible.

As divers progress towards the superstructure, they encounter remnants of the ship’s anti-aircraft guns and machine guns. The mast, torn off during the ship’s descent, can now be found to the north of the wreck.

The bow area presents a treasure trove of historical artifacts, including the mount for the second anti-aircraft gun. Nearby, the port side anchor chain traces the path that El Minya took during her desperate attempt to evade the Israeli attack. The starboard anchor remains in place, adjacent to the blast hole where the bomb struck, providing an intriguing swim-through opportunity.

Divers should exercise caution due to sharp edges and objects scattered across the seabed. The wreck also retains some live ammunition, a stark reminder of its wartime past. With a torch, divers can illuminate the interior, revealing the vivid colors of marine life that have found refuge within the ship’s hull.

A Dive for the Experienced

Exploring the El Minya is not without its challenges. The dive site, located east of Hurghada Naval Base, features depths reaching a maximum of 32 meters at the stern, 26 meters at the bow, and 19 meters around the blast hole atop the wreck. The site occasionally experiences poor visibility and strong currents, making it best suited for experienced divers. Care must be taken to avoid sharp edges, and divers should remain vigilant, as boats frequently visit the site.

Despite these challenges, the El Minya offers a unique opportunity to dive into history, explore a sunken relic of conflict, and witness the resilience of marine life in the depths of the Red Sea. It stands as a testament to the enduring legacy of a bygone era, forever preserved beneath the waves.

Learn more about diving the El Minya at https://www.redseasafaris.com

A Sunken Legacy of Gulf Marine Exploration

In the heart of the Gulf of Mexico, where offshore supply vessels are the unsung heroes of the oil industry, a remarkable vessel known as Gulf Fleet No. 31 emerged from the shipyards of Houma, Louisiana in 1978. This formidable offshore supply vessel, with its striking statistics and an enigmatic history, has left a lasting mark on the maritime world.

Setting Sail

With a history deeply intertwined with the bustling maritime industry, Gulf Fleet No. 31 was born in the renowned Quality Equipment Co. shipyard. At 294 Gross Registered Tons (GRT), this vessel was a product of ingenuity, designed to cater to the demanding needs of the Gulf Fleet Marine Company, headquartered in Lafayette, Louisiana. As she gracefully kissed the water for the first time in 1978, Gulf Fleet No. 31 boasted impressive dimensions: a length of 54.9 meters, a beam of 11.6 meters, and a draft of 4.18 meters. Her twin diesels and powerful shafts allowed her to slice through the waves at a brisk 12 knots.

The Ownership Mystery

There’s a whisper of uncertainty surrounding the vessel’s ownership. Some sources suggest that Gulf Fleet No. 31 was under the command of the Zapata Gulf Marine Company, rather than the Gulf Fleet Marine. However, a closer look reveals that this mystery may simply be a misunderstanding. The vessel’s name, Gulf Fleet, and the shipyard where she was meticulously crafted, Quality Shipyard, both belonged to Tidewater Inc., headquartered in New Orleans, Louisiana. Tidewater Inc. has been a steadfast pillar of Quality Shipyard, cementing its status as the true owner of Gulf Fleet No. 31.

The Gulf Fleet No. 31 Legacy

Gulf Fleet Marine, whether through acquisition or construction, added a fleet of 77 vessels between 1971 and 1984, all bearing the title “Gulf Fleet No.” followed by a sequential number. This impressive collection of maritime workhorses was instrumental in supporting offshore oil rigs in the Gulf of Mexico.

The vessel’s design, still prevalent in modern offshore supply vessels, is attributed to the visionary Mr. Alden J. ‘Doc’ Laborde, then the president of Ocean Drilling and Exploration Corporation (ODECO) in the late 1940s. Recognizing the need for purpose-built support vessels, Laborde and nine like-minded investors laid the foundation for Tidewater Marine Service Corporation in July 1954. This design, characterized by a forward pilothouse and accommodations and a flat work area at the rear, has stood the test of time as the optimal configuration for supplying offshore work sites.

The Zapata Connection

Notably, the Zapata Corporation, founded by the esteemed former U.S. President George Bush Sr. in 1953, once held the reins of Zapata Gulf Marine until its acquisition by Tidewater Inc. in 1993, marking a significant moment in maritime history.

The Mysterious Demise

Intrigue shrouds the loss of Gulf Fleet No. 31. While the Miramar Index suggests the ship’s disappearance occurred in September of 1985, there’s been ongoing debate since the vessel was rediscovered in 1995. It is now believed that the ship struck the northeast tip of Shaabruhr Umm Qammar, leading the crew to abandon ship. Gulf Fleet No. 31 remained precariously perched on the reef for a few weeks before sliding into its final resting place. Remarkably, no lives were lost during the grounding or subsequent sinking.

Diving Into History

For technical divers with a thirst for adventure, Gulf Fleet No. 31 offers a unique challenge in the depths of the Red Sea. This incredible wreck, sitting upright on a rocky outcrop near the northeast tip of Sha’abruhr Umm Qammar Reef, beckons exploration. With a maximum depth of 108 meters, divers can spot the stern at 105 meters, complete with rudders and propellers. Further up, at 95 meters, lies the opportunity for penetration, providing access to the pilothouse. Towards the aft, two cargo containers, likely the crew’s sleeping quarters, await at 86 meters. Don’t forget to check out the cranes on the open work deck. The aquatic life is flourishing, boasting soft corals, fusiliers, and a variety of other fish.

Ascending along the reef wall for decompression stops, divers may opt to drift in the southern current for a glimpse of the Colona IV at the deepest deco stop around 64-66 meters. However, this exhilarating dive, like all technical dives, demands meticulous planning and robust surface support.

Gulf Fleet No. 31 is a vessel whose legacy continues to intrigue, both in the annals of maritime history and as a unique diving opportunity for those seeking to uncover its enigmatic past.

Learn more about diving the Gulf Fleet 31 at: https://www.redseasafaris.com

Research has been taking place to find the wreck of a VOC ship in Table Bay near Cape Town since 1989. The wreck is that of the Nieuw Haarlem, an East Indiaman of about 500 tons that was built in 1642–1643 in the yard of the Chamber of Amsterdam.

Returning from a trading trip, the ship had completed three return voyages before it fell on a lee shore in the Table Bay and ran aground on 25 March 1647. Shortly thereafter 58 of the 120 strong crew were repatriated with the help from some English ships and the Witte Olifant and Schiedam, with which the Nieuw Haarlem had left Batavia on 16 January. The other 62 hands remained behind to put as much of the cargo as possible in safety. It took about a year for them to be picked up by the return fleet of 1648. In that intervening period the crew of the Nieuw Haarlem came into contact with the local population. Although the first meetings were marked by insecurity and suspicion, communication improved after a few months. In the end they engaged in bartering, visited each other and a few of the locals even learned some Dutch.

Up to now the search for the Nieuw Haarlem has been based on archival searches and limited archaeological work in the field. Although the wreck has not been found yet, archival material has provided significant indicators to its probable location. This comprised first of all the logbook kept by deputy merchant Leendert Jansz, who together with Claes Winckels, master, commanded the 62 crew left behind.

This logbook mentions the estimated distance from the wreck and from the nearby encampment that was set up, to the quayside where the VOC ships and other vessels dropped anchor and where fresh drinking water was taken on board. This distance of one and a half ‘German mile’ or 11,112 metres, was then measured on a modern chart of Table Bay in following the coast line. This came out at a position between the present-day suburbs of Milnerton and Table View.

The direct distance between this point and the starting point was then measured, which resulted in a distance of a little over 10.5 kilometres. A manuscript chart from 1662 in the Leupe Collection of Foreign Maps and Charts in the Nationaal Archief confirmed the probable site of where the ship ran aground. This chart is not a true representation of the actual situation, as can be surmised from the exaggerated curved line of the east coast of Table Bay. It is more of a so-called fairsheet, which also provides other information such as the coastal contours.

However, it is very significant that the position of the wreck of the Nieuw Haarlem is marked a little south east of Robben Island. This was confirmed by projecting the chart as accurately as possible onto a modern nautical chart of the area, which also indicated a position between Milnerton and Table View. A second instruction is given in the journal of the first commander of the Cape colony, Jan van Riebeeck. This mentions that the wreck of the Nieuw Haarlem was still partly visible in 1652 and that there were some salt marshes in the immediate vicinity.

A different chart from the Leupe collection which marks these salt marshes in detail was used to indicate the extreme north and south boundaries of this area. This information was then projected onto a Google Earth bird’s eye view of the area in question. This also confirmed the probable site of the wreck. Geophysical research that has been undertaken since then, has detected a few considerable disturbances in the earth’s magnetic field which may possibly indicate the presence of wrecks buried beneath the sand. These sites have now be investigated by means of trial excavations. It is hoped that these will result in the wreck of the Nieuw Haarlem being found in the near future.

Learn more about the project at: https://haarlem1647.info

Becky Kagan-Schott, an underwater videographer, explores the Sandusky shipwreck, one of thousands of perfectly preserved time capsules in the Great Lakes. “Some of these shipwrecks look like they sank yesterday,” Becky quoted. The Sandusky, built in 1848 in Sandusky, Ohio, is the oldest known shipwreck in the Straits of Mackinac Shipwreck Preserve and is frequently visited by divers.

On September 20th, 1856, a violent gale erupted on Lake Michigan’s northern end, catching the two masked brig Sandusky in the Straits and sinking her in 84 feet of water. She was sailing east from Chicago to Buffalo, New York, loaded with grain. In total, nine crew members pershished. According to the story, three men clung to the mast that protruded from the water, but they died before they could be rescued by side-wheeler Queen City, along with the other six crew members.

The Sandusky is located five miles west of the Mackinac Bridge. The decks are crumbling in places, but there are some interesting artifacts on and around the wreck for underwater photographers, but divers are strongly advised to “observe not expropriate” anything off the sunken ship.

From May to September, a mooring line is in place to help divers with location and to prevent damage from anchors and hooks.

Intermediate to Advance dive skills are required and the location is:

Shipwreck: N45° 47.959′  W084° 50.249′

Mooring:    N45° 47.978′   W084° 50.248′

YouTube Video featuring Becky Kagan-Schott @ Liquid Productions

The Goderich Salt Mine (Sifto) is the largest underground salt mine in the world.

The world’s largest underground salt mine, the Goderich (Ontario) mine, is 1,800 feet beneath Lake Huron. The depth of the mine equals the height of Toronto’s CN Tower. The mine is about the same size as Goderich itself, covering a surface area of 7 sq km beneath Lake Huron. It has been in operation since 1959.

Sam Platt, who was prospecting for oil in Goderich Harbour on Lake Huron in 1866 but found rock salt instead of oil. Sifto Canada was founded in 1950, and in the 1990s, Compass Minerals, a US chemical company, purchased the business. The Goderich mine, which has grown to be the largest salt mine in Canada, continues to be a major supplier of salt for Compass Minerals.

The facility uses mechanical evaporation to create high-purity, coarse-and fine-grained salt products in bulk and packages for use in commercial, agricultural, and industrial settings. The mine’s rock salt, which is used for deicing and water conditioning, is also packaged at the plant. Table salt, fine evaporated salt, water conditioning salt, agricultural salt, and highway deicing salt are some of the company’s main products.

The Goderich salt mine has a production capacity of 9 million tons per year, and produces 7,250,000 tons per year.

Being a diver there is always something you hear about it being scary, dangerous or harmful. During our diving module at university we were of course learning about the effects diving has on your body and they aren’t all that great … and during my DM you’re doing stress and rescue training, learning about the dangers and how to avoid them and of course when you’re doing a try dive with clients you have to prepare them properly.

But what people don’t talk about enough is how thrilling and how peaceful diving is. Diving is an escape from the real world , you’re in a space big enough to make all your worries seem tiny, you feel the weightlessness like you’re flying through the water and it has worked wonders for my mental health in the most positive way just by being able to hear my thoughts and my own breath, it gives you 45 minutes of pure bliss. And of course being greeted by tiny seahorse, cuttlefish, octopus or if you’re lucky seeing a ray or a friendly shark on your dives is just an amazing experience (especially when with clients and seeing their faces the first time they ever see the sea life).

Diving is a space to feel yourself, communicating with others even if there is a language barrier on the surface by Speaking with your hands, questions followed by answers just by moving a couple of fingers and having full conversations with your friends without saying a word.

Of course a diver can’t ignore all of the possible dangers when on a dive and especially when they are guiding clients. But there is also not enough time in your lifetime to constantly be worrying about what “could” go wrong and not thinking about all of the things that are going right!

So go dive!! Enjoy the sea life in its natural habitat, enjoy flying and being able to escape for a little while And trust me…it’s not as scary as it may seem!

On a beautiful evening after work, Sean from Nova Scotia went out for another underwater exploration and clean-up.

Now what the heck is a bottle from New York City doing all the way up here? The first image has the words M.B. & Co. 145 West 35th Street N.Y. 1861 embossed on it. I couldn’t believe it when I came across it on tonight’s dive.

The next item of interest was another button, this time with the image of an elephant, the number 78 and the phrase Assaye Maida Java. A quick Google search reveals it was from a soldier from the 78th (Highlanders) Regiment of Foot, from the United Kingdom.

Saltwater Sean

M.B. & Co.

There isn’t much information available on the M. B. & Co in New York in 1861. However, many bottles from this company are available for around $35.00 on eBay and Amazon.

78th (Highlanders) Regiment of Foot

On March 8, 1793, Francis Humberston MacKenzie, Chief of the Clan Mackenzie and later Lord Seaforth, raised the 78th (Highlanders) Regiment of Foot. Formed at Fort George in July 1793, the regiment relocated to the Channel Islands in August 1893, and embarked for Holland in September 1794 to serve in the French Revolutionary Wars.[ It saw action in November 1794 during the defense of Nijmegen. The regiment arrived in England in April 1795, then sailed to France for the Battle of Quiberon Bay in June 1795 and the landing at Île d’Yeu, off the coast of Brittany, in September 1795, before returning to England.

In 1865, the regiment embarked for Gibraltar, and in May 1869, it sailed on the troopship HMS Crocodile to Halifax, Nova Scotia, arriving on May 14, 1869. During the summer, the regiment camped at Bedford to practice musketry at the military range. Alexander Keith, Grandmaster of the Masonic Lodge of Nova Scotia, hosted a farewell ball for them before they left in 1871. In November 1871, the regiment, along with 17 young local women who had married soldiers, boarded the troopship HMS Orontes bound for Ireland.

The 78th Highlanders (Halifax Citadel) Pipe Band, a grade one pipe band formed in 1983, is managed by Citadel Hill, which features a living history program with animators portraying the 78th Highland Regiment.

Follow Saltwater Sean on YouTube

On 14 October 1942, 78 years ago, at 3:40 am, the Newfoundland passenger ferry SS Caribou was torpedoed by the German submarine U-69 37 km (20 nmi) southwest of Port aux Basques, Newfoundland, and sunk five minutes later. 137 people died, including civilian woman/children, Captain Benjamin Taverner, the long-time ship’s captain, and his sons Stanley and Harold, who served as first and third officers, respectively. Her sinking and large death toll made it clear that the war had really arrived on the home front of Canada and Newfoundland, and is cited by many historians as the most important sinking during the Second World War in Canadian-controlled waters.

SS Caribou was constructed for the Newfoundland Railway in 1925 at Rotterdam, Netherlands. Launched in 1925, the Caribou had a capacity of 3,000 horsepower (2,200 kW) and was able to attain a speed of 14.5 knots (26.9 km/h) when fully loaded. Between 1928 and 1942, the SS Caribou was a Newfoundland Railway passenger ferry running between Port aux Basques, in the Dominion of Newfoundland, and North Sydney, Nova Scotia. She was considered a luxury ferry for the times, due to the fact she had electric lights and steam heat in all the rooms. In addition, Caribou also helped during the seal hunt along the Newfoundland coast every spring due to its ice-breaking design.

On 13 October 1942, SS Caribou was part of the convoy Sydney-Port aux Basque (SPAB), organized by HMCS Defender, a Royal Canadian Navy base. The SPAB convoy series normally occurred three times a week and was carried out in the dark. The naval escort vessel on this ill-fated voyage was HMCS Grandmère, a Bangor-class minesweeper. Sadly, the German submarine U-69 was patrolling the Gulf of St. Lawrence. It was a dark evening and the U-69 was silhouetted against the night horizon by the thick smoke from the coal-fired steam boilers of the Caribou. Grandmere saw the submarine and attempted to ram it, but the U-69 submerged. The minesweeper (Grandmere) launched six deep charges over the next two hours but did not damage the submarine and U-69 crept away undetected into the Atlantic. Following procedure, Grandmère then went back for survivors.

The Canadian naval vessel Grandmere was criticized in the Sydney Post-Record and The Globe and Mail as well as other media outlets in the days after the sinking for not stopping and helping save survivors immediately; but it was against operating protocols, and would have put her in immediate danger of being sunk as well. Grandmère sailed for Sydney, Nova Scotia after picking up survivors because it had better hospital facilities than Port aux Basques, Newfoundland.

It was suggested by Gordon Payne, listening to the lyrics of the song, that it was composed by someone who was on The Caribou when it sunk. Many years ago, he heard a portion of the song and later got the full version of Cox’s Cove from Eli Payne. One of the survivors from the Caribou was William Lundrigan of Corner Brook.

The SS Caribou has not been pinpointed, according to Neil Burgess of the Shipwreck Preservation Society of Newfoundland & Labrador, and is situated at 450 metres, (1476 feet) beyond the depth of technical divers. To collect photos/videos, an ROV would be required.

How should old fishing nets and ropes be prepared for recycling?

In this video, we provide you with six easy steps to follow in order to properly prepare your used, broken, abandoned, and discarded fishing gear for recycling.

We separate the nets by type of plastic, rinse them in clean water, and store them in a dry, secure location after removing any metal weights and buoys. By taking these actions, you can lessen the impact that ghost gear has on marine ecosystems and, depending on how many nets you recycle, you can also raise money for your neighbourhood. Never burn or throw away used nets or ropes because doing so harms the environment and you.

What is Ghost Gear?

Ghost fishing gear, in particular, is one of the biggest threats to our oceans. Any fishing equipment that has been left behind, misplaced, or otherwise thrown away is referred to as “ghost gear,” including nets, line, rope, traps, pots, and floats. Other common terms include derelict fishing gear (DFG) and abandoned, lost, or otherwise discarded fishing gear (ALDFG). These marine pollutants are among the most dangerous objects in our oceans and can kill fish, marine mammals, and other marine life. They also present a navigational risk and decompose into other pollutants like microplastics.

Ghost gear is primarily caused by snagging, tangles with other fishing gear, weather, and accidentally being cut by passing marine traffic. Intentional discard by harvesters is less common and typically results from IUU (illegal, unreported, and unregulated) fishing, in which boats may cut loose their gear to avoid being apprehended by authorities.

More than eight million metric tons of plastic enter the oceans every year, and between 600,000 and 800,000 metric tons of ghost gear are thought to enter the oceans annually globally. In the Canadian Arctic, ghost gear has been identified as a significant source of marine debris, much of which comes from offshore.

Ghost gear is a threat to Canada’s waters and the rest of the world, and we have recognized this and made it a national priority. We are dedicated to taking effective measures to support ghost gear prevention, recovery, and responsible disposal by working with numerous organizations, including:

• Indigenous groups
• fish harvesters
• the aquaculture industry
• non-profit organizations
• communities

Let’s work together to keep our oceans free from ghost gear.

YouTube Video

Dr. Sam Willis delves into the origins of HMS Terror, which was inspired by the BBC series ‘The Terror,’ a chilling tale based on one of polar exploration’s deepest mysteries. The TV show was based on the Terror’s final and tragic voyage, when the ship sailed into the ice off the west coast of Greenland in 1845, under the command of Sir John Franklin and alongside another ship, HMS Erebus, in search of the Northwest Passage.

In this Mariners Mirror episode, Sam Willis talks with Ed Williams-Hawkes, a powerboat specialist, historian, and resident of Topsham, Devon, where the Terror was designed, about the fascinating history of the HMS Terror, which had a long and remarkable career.

Both ships were beset by ice, but the crews remained with the ships until April 1848, when they abandoned them. At that time, Franklin and over 24 sailors had perished. The survivors tried to walk to the Canadian mainland but disappeared and were never seen again.

The TV show is a fictional and fantastical account of what could have happened to the men; the fact is that we know very little about their fate, and it remains one of the greatest maritime mysteries of all time.

Mariner’s Mirror

The Society for Nautical Research’s journal is The Mariner’s Mirror. The Society was founded in 1910 to promote research into seafaring and shipbuilding in all ages and across all nations, as well as the language and customs of the sea and other nautical subjects. Mariner’s Mirror is recognized as the international journal of record for maritime and naval history. It is ranked by the European Reference Index for the Humanities (ERIH) as an INT1 journal (the highest classification), which has internationally recognized scholarly significance with high visibility and influence among researchers in the various research domains in different countries and is regularly cited all over the world.

“The Terror” originally was broadcast on AMC in 2018/2019.

“The Terror” is currently available for viewing on Prime Video.

The SS Ithaka is a steam freighter that has sunk off the Hudson Bay coast not far from Churchill, Manitoba. She was initially constructed in 1922 as the lake freighter Frank A. Augsbury for the Canadian George Hall Coal & Shipping Corporation. She then sailed for a number of different owners in various locations, receiving a number of name changes along the way, including Granby in 1927, Parita II in 1948, Valbruna in 1951, Lawrencecliffe Hall in 1952, Federal Explorer in 1955, and finally Ithaka in 1960, before being sunk later that year.

She was built by Fraser, Brace, Ltd. of Trois-Rivières, Quebec as the lake freighter Frank A. Augsbury for the George Hall Coal Company and launched on October 21, 1922. Frank A. Augsbury was a ship with a gross tonnage of 2,051 and dimensions of 251 ft 2 in (76.6 m) by 43 ft 1 in (13.1 m) with a draught of 18 ft 1 in (5.5 m). It was propelled by a triple expansion steam engine with a horsepower rating of 1,000 kW and coal-fired Scotch marine boilers. In 1927, she was bought by Canada Steamship Lines, who changed her name to Granby. The Ministry of War Transport took control of her, and France, Fenwick and Company oversaw her operations during the Second World War.

The British MV Atlantic City and the Granby collided off the West Goodwins (Kent England) on June 28, 1945, leaving Granby holed above the water. After being transported to the Downs, the tugboats Empire Larch and Empire Mary tow Granby to Gravesend on July 2, 1945. She was towed out of Gravesend on August 3 and foundered in the River Blackwater. She was bought by the Italian shipping company Lloyd Mediterraneo S.p.A. di Nav. in 1951 and given the new name Valbruna after being sold to the Panamanian company Cia Naviera Parita S.A. in 1948 under the new name Parita II. The Hall Corporation of Canada, Ltd., the original owners’ successor business, purchased Lawrencecliffe Hall in 1952 and brought her back to Canada as Lawrencecliffe Hall. In 1955, the Federal Commerce & Navigation Co., Ltd. purchased her once more, and they gave her the new name Federal Explorer.

She served as a supply ship for settlements along the Canadian Arctic coastline for Federal Commerce and Navigation, which twice chartered her to the Clarke Steamship Company in 1956 and used her to launch the Federal Intercoastal Line in 1957. In 1956, the Federal Explorer and her captain, Captain Simon Bouchard, transported fuel oil to RCAF stations in the Arctic as well as parts for a new nickel mill that was being built in Rankin Inlet. In 1958, she delivered grain from Churchill, Manitoba, to Montreal in late October after transporting nickel concentrates to Churchill, Manitoba, for rail delivery to Fort Saskatchewan.

The Ithaka Shipping Company bought Federal Explorer for the last time in 1960, and her owner, a Greek named J. Glikis, registered her in Nassau, Bahamas. She left Churchill on September 10, 1960, carrying supplies for the settlement and the nickel concentrate that the Clarke Steamship Company had chartered her to deliver from the Rankin Inlet nickel works. During the journey, she was caught in a strong gale and lost her rudder. On September 14, she dropped her anchor, but the anchors did not hold, causing her to run aground in Bird Cove, about ten miles east of Churchill.

The storm slammed her against the gravel bank, ripping her bottom completely out. Although the insurers, Lloyd’s of London, declared the ship a total loss and declared the grounding to be suspicious, they declined to pay the insurance claim. On September 18, the CCGS William Alexander of the Canadian Coast Guard rescued all 37 members of the crew, who then landed in Winnipeg, Manitoba.

Due to the shallow water she grounded in, visitors could easily walk to the wreck during low tide, and her navigating equipment, as well as a large portion of her cargo, including two generators and some plywood panels, were salvaged.

Since 1960, the MV Ithaka has been resting upright on that reef.

Discover Churchill Tours offers guided hikes through the heart of polar bear territory to the SS Ithaka shipwreck at low tide from June 21 to September 21.

YouTube Video

Canada is home to some of the best dive sites in the world for scuba divers. Learn about some of the best diving locations in Canada here.

Canada may not be the first country that comes to mind when you think of scuba diving. However, this vast country offers a wide range of incredible dive sites suitable for divers of all levels. Below, we examine the bestscuba diving locations in Canada for you to add to your dive bucket list.

Tobermory, Ontario

Tobermory is on the Bruce Peninsula and offers an amazing freshwater diving experience in the crystal-clear waters of Georgian Bay. Tobermory is home to over 20 shipwrecks and is part of two national marine parks: Fathom Five National Marine Park and the Bruce Peninsula National Park. Among the most famous wrecks are the Sweepstakes and the Arabia, perfect for divers of all skill levels.

Vancouver Island, British Columbia

Considered one of the world’s premier cold-water diving destinations, Vancouver Island offers scuba divers a host of unique adventures in marine-rich waters. The island boasts an abundance of sea life, including sea lions, seals, wolf eels, and various species of marine invertebrates. Dive sites like the popular Ogden Point Breakwater in Victoria, Hornby Island, and the Browning Pass near Port Hardy are just a few of the stunning locations for you to explore on Vancouver Island. Plus, there are plenty of other things to do in Vancouver Island between dives, making this spot ideal for vacations and getaways.

Saint Lawrence River, Quebec

Diving in the Saint Lawrence River offers a unique and challenging adventure for experienced divers. This vast waterway, which flows between the Canadian provinces of Ontario, Quebec, and the United States, is home to numerous shipwrecks, underwater archaeological sites, and a wealth of marine life. Here, you can see beluga whales, Atlantic sturgeon, and countless fish species. Popular dive sites in the region include Brockville, the Empress of Ireland wreck, and Pointe-au-Père.

Bay of Fundy, New Brunswick

The Bay of Fundy boasts the world’s highest tides and more than 12 species of whales, making it one of the best diving locations in Canada. The nutrient-rich waters attract a wide variety of marine life, including seals, dolphins, and various seabirds. Herring Cove Beach and the St. Croix River offer some of the best diving opportunities in the region.

Churchill, Manitoba

Diving in Churchill, Manitoba, may not be for the faint of heart, but it offers the unique and awe-inspiring experience of snorkeling or diving with beluga whales. Thousands of beluga whales gather in the cold Arctic waters near Churchill every summer, and adventurous divers can join guided tours to swim alongside these gentle creatures.

Conclusion

Canada’s diverse marine landscapes and unique diving opportunities make it an unforgettable destination for scuba divers. Add these destinations to your adventure list, and explore the wonders of Canada’s underwater world.

Want to ship your boat to help you scuba dive on your next adventure?

Are you unsure of how to go about boat shipping what that may entail, and who are the companies that may be able to help you with a large task like boat transport?

Below we’ll go into how to ship a boat and cover A1 Auto Transport, a company that has been helping scuba divers, pilots, and vehicle drivers throughout the world to deliver their vehicles.

Let’s get started.

Who is A1 Auto?

A1 Auto is one of the largest USA-based automobile (and other vehicle) shippers. They have offices all around the world and overseas, and have plenty of staff at the ready to help you or anyone else ship their vehicle.

A1 Auto has been in the business for a few decades. They promise that they uphold their reputation throughout their lifetime in business, and are offering competitive prices in a competitive industry.

In 1988, Tony Taylor, one of the founders, purchased his first tow truck in Watsonville, California. By 1995, they amassed a fleet of 50 auto transport carriers. In 2008, they reached over 500,000 shipments and by 2011, they became cars.com official auto shipper.

And now in 2023, they are one of the leading worldwide auto shippers and are ready to help you ship any boat, plane, ATV, or heavy equipment that is required. 

Owner Tony Taylor states: “Many auto shipping companies do not work legitimately and are a stain on the industry. We have gone to many lengths by documenting all of our licenses and proof of legitimacy. If the transport company you’re working with does offer to show you their documents, then steer clear otherwise you may be working with an unlicensed and illegal operation.”

How Does A1 Auto Ship Boats?

A1 Auto offers many different services for boat shipping. They can help you shrink-wrap your boat if necessary to reduce any damage or moisture that could harm the inside of your boat. They also offer roll-on, and roll-off shipping, which means that your vehicle will be driven onto a ship with an attached trailer.

They also offer overland transport, which means they will help you transport your boat to any port in the US or internationally. If you need your boat shipped across the country, they also offer interstate delivery.

What’s also great is if you travel overseas, they offer international boat transportation and understand the intricacies of shipping delicate objects like a boat, which can be easily damaged by an untrained operator.

With so many different types and sizes of boats, it can be daunting to ship your boat yourself. That being said, you can always rely on a reliable transportation service. Whether you have a yacht, a small boat, or a kayak that needs to be relocated, A1 Auto Transport can help. 

How Much Does it Cost to Ship a Boat?

If you’re moving an 11-foot boat, it will cost around $740 to move from Los Angeles to Las Vegas. If you’re going from San Diego to Dallas, it will take around 4-6 days and will be around $3740.

If you’re going from Miami to Denver, it will cost around $5680 and take around 6-8 days. If you’re going from San Jose to Miami, it will cost $8440 and take around 7-9 days. Remember, these prices are only estimates and are only for an 11-foot boat. 

Do be aware that shipping times are normally given in a range of days, so if you’re awaiting your boat for a special day at your destination, plan ahead of time or keep it in storage and ship it earlier, so your boat is there for your adventure. 

Conclusion 

A1 Auto Transport has carved a niche for itself in the realm of vehicle shipping, with a particular emphasis on boat transportation. With decades of experience, a commitment to legitimacy, and a breadth of services designed to cater to all sizes and types of boats, A1 Auto showcases its unparalleled expertise. 

Their history, beginning with a single tow truck and evolving into a leading global auto shipper, speaks volumes about their commitment to quality and customer satisfaction. Offering both domestic and international transportation options, they’ve demystified the complexities of shipping, especially for delicate items like boats. Their transparent pricing structures provide potential clients with a clear understanding of the costs, ensuring there are no hidden surprises. 

For adventurers awaiting their next scuba diving experience or just sail across the waters, timely planning with A1 Auto Transport guarantees a smooth journey for both the boat and its owner. The words of founder Tony Taylor resonate strongly – in an industry marred by dubious players, A1 Auto’s transparent and legitimate operations stand out, ensuring peace of mind for every customer.

The longest-living mammal is thought to be the bowhead whale, which can live for more than 200 years. The whale was likely bomb lanced sometime between those years, as evidenced by the discovery in May 2007 of a 15 m (49 ft) specimen caught off the Alaskan coast with the 90 mm (3.5 in) head of an explosive bomb lance of that same model. The whale’s age at the time of death was calculated to be between 115 and 130 years.

Life Expectancy of Other Whales

• Orca 50-90 years.
• Humpback 45-50 years.
• Beluga 35-50 years.
• Blue Whale 80- 90 years.
• North Pacific Right Whale 70 years.
• Short-Fin Pilot Whale 45 years.

After living in captivity for more than 50 years, Lolita the orca passed away. (18 August 2023) The orca, also known as Tokitae and Toki, displayed significant signs of distress over the past two days before she passed away, according to a Facebook post from the Miami Seaquarium. Lolita’s demise has been connected to a potential renal problem.

From 1914 to 1924, the Port Nelson dredger operated in Manitoba, Canada.

Dredging is excavation that takes place in shallow or open ocean waters, partially or entirely underwater. By collecting and moving bottom sediments, it helps with coastal protection, land reclamation, and coastal redevelopment while maintaining the navigability of waterways and ports. Dredging typically has two main goals: to recover valuable or useful material or to increase the depth of the water.

The Polson Ironworks in Toronto, Ontario was given a contract by Canada’s Department of Railways and Canals to build a sizable suction dredger to aid in the construction of Port Nelson, the nation’s first port on the coast of the Arctic Ocean. She was finished in March 1914 and towed to Hudson’s Bay, where she ran aground as soon as she arrived in September. She was thrown onto the man-made island she helped to create by a storm in 1924, where her wreck is still visible today.

She was 180 feet (55 meters) long, had a beam of 43 feet (13 meters), a draft of 6 feet (1.8 meters), carried a crew of 35, and had a displacement of 1200 tonnes.

Around 1,000 people made up Port Nelson’s peak population at the beginning of the 20th century, but it is now a ghost town.

YouTube Video

A Canadian company called InFocus Canada specializes in producing exquisite fashion scarves that feature pictures taken by well-known professional photographers and are made entirely from post-consumer recycled plastic bottles. We collaborate with top photographers from around the world to exhibit their stunning and impactful work through the medium of wearable art because we believe in the ability of an image to inspire action. We support philanthropy and donate 10% of the proceeds from our scarf sales to various foundations and charities. We pledge to use only ethical and sustainable production methods and materials, and we only partner with businesses whose environmental and CSR policies have been independently audited by a third party. We are committed to offering exquisite fashion items because we believe that beauty can inspire and empower those who wear it.

Our Core Values

• Commitment to Excellence
• Honesty and Integrity
• Environmental and Social Consciousness
• Support of Creativity and the Arts
• Community of Trust
• Respect and Inclusivity
• Operate with Heart and Dedication

Mission Statement

At InFocus Canada, our goal is to support professional photographers and their work while also supporting significant charities through the lens of sustainable fashion.

We put heart and dedication into everything we do.

Each and every one of our scarves is created in a BSCI (Business Social Compliance Initiative)-certified facility using GRS (Global Recycled Standard)-certified recycled fabric.

The first three collections (2021) included a National Geographic photographer, a Pulitzer Prize winner, an Associate Fellow of the International League of Conservation Photographers, filmmakers, a Canadian Geographic photographer-in-residence, and, most recently, a group of powerful women photographers who are all changemakers working to make our world a better place — Ami Vitale, Michelle Valberg, and Deanne Fitzpatrick.

Learn more about InFocus Canada

After being launched in Cleveland for her initial owners, R. John W. Moore, et al., on April 7, 1887, The Mather experienced a number of mishaps and ownership changes. On October 20, 1887, the tug Mystic tow her to Sault Ste. Marie, Michigan with broken machinery as she made her way from Sandusky, Ohio to Duluth, Minnesota. She was sold to Samuel Mather, et al. of Cleveland, Ohio, on May 9th, 1888. She was harmed by a strong gale on August 11th, 1888, near Detour, Michigan, and later repaired in Cleveland. She was sold to James Pickard, et al. of the Interlake Transportation Company on April 13, 1889. She towed the Senator and the Winana in June 1889. She was defamed for sinking the steamer Ohio on September 30, 1890. A steamer that transported coal, the Mather “perished with an abnormal cargo of wheat.”

The wooden Mather was rammed on the starboard side near the aft hatch by the steel package freighter Brazil on November 22, 1891, at 2:00 am while she was headed down from Duluth, Minnesota to Buffalo, New York with a load of 58,000 bushels of wheat. This incident occurred in Whitefish Bay, which is located 8 miles (13 km) north of Point Iroquois, during a dense, heavy fog. On her starboard side, the collision left an 11-foot (3.4 m) hole. The crew of twenty sustained no casualties. Her crew managed to escape with her lifeboats during the 25 minutes she was at sea, but they were left without any personal belongings. The Brazil picked up the crew, who were then moved to the steamer Parks Foster to be taken to Sault Ste. Marie, Michigan. The Brazil continued on to Duluth with her load of coal, where it was discovered that the collision had broken three frames and a stringer. The Mather was worth $50,000, and when combined with her wheat cargo, the loss was estimated to be over $226,000.

Bob Smith of Sault Ste. Marie, Michigan made the discovery of the Mather’s wreck in May 1978, and the Great Lakes Shipwreck Historical Society (GLSHS) has produced a substantial amount of film about it. The Mather’s artifacts were taken by the Great Lakes Shipwreck Historical Society for preservation and display in the Great Lakes Shipwreck Museum, according to shipwreck historian Janice Gerred. The 1980 Michigan Antiquities Act, however, made it illegal to take items from shipwrecks on Great Lakes bottomlands. The Great Lakes Shipwreck Museum and GLSHS offices were raided by the Michigan Department of Natural Resources and Environment in 1992, and among the items seized were some that had been forcibly removed from the Samuel Mather in the 1980s. As a result of a 1993 settlement agreement with the GLSHS following the DNR raid on the museum in 1992, artifacts from the Mather’s wreck are on display in the Great Lakes Shipwreck Museum as a loan from the State of Michigan. The Whitefish Point Underwater Preserve has begun to protect the Samuel Mather’s wreck as part of an underwater museum.

According to Stonehouse, the Mather’s wreck is “one of the best known examples of a wooden freighter that is still available for examination.”The Mather, which sits upright with an intact deck and a largely intact stern superstructure, is a well-liked wreck site for scuba diving. She is in excellent condition overall, probably because she sank gradually enough for pressures to equalize. She has a mast that is 75 feet high, a deck that is 155 feet high, and a bottom that is 180 feet deep.

Despite not being the deepest dive in the Whitefish Point Underwater Preserve, the Mather claimed the lives of three scuba divers: one in 1998, one in 1999, and one in 2012, despite not being the deepest dive.

Harrington, a Great Lakes diver, issues this warning: “Divers must be certain of their abilities and equipment” when diving the Whitefish Point Underwater Preserve.

As the temperatures drop and winter begins to take hold in many parts of the world, November opens a unique window of opportunity for avid scuba divers. With fewer tourists, milder weather, and exceptional marine encounters, this month beckons adventurers to explore the underwater wonders of these top scuba diving destinations.

Maui, Hawaii, USA

Known as the Valley Isle, Maui offers an enchanting underwater world that thrives year-round. In November, the island enjoys calm seas and comfortable water temperatures, providing the perfect backdrop for diving excursions. Dive Molokini Crater to witness colorful coral gardens, Hawaiian green sea turtles, and playful spinner dolphins.

Curaçao, Caribbean

Curaçao is a hidden gem in the southern Caribbean, and November is an excellent time to discover its underwater treasures. With warm waters, great visibility, and vibrant coral reefs, this island paradise promises fantastic diving experiences. Explore the Blue Room cave, navigate through underwater tunnels, and encounter a plethora of marine life, including seahorses and frogfish.

Galápagos Islands, Ecuador

November is the start of the warmer season in the Galápagos Islands, making it an optimal time for divers to explore this unique archipelago. Dive alongside hammerhead sharks, sea lions, and marine iguanas in the company of expert guides who provide insights into Charles Darwin’s natural laboratory.

Bali, Indonesia

Bali, the Island of the Gods, offers enchanting dive sites year-round. In November, as the wet season begins to fade, divers can explore crystal-clear waters, vibrant coral reefs, and the famous USS Liberty Shipwreck in Tulamben. Don’t miss the chance to witness the mesmerizing mola mola (sunfish) in season.

Socorro Island, Mexico

Socorro Island, also known as the “Mexican Galápagos,” is a remote destination accessible by liveaboard only. November brings mild weather and opportunities to encounter large pelagic species, including giant manta rays, humpback whales, and hammerhead sharks. It’s a haven for advanced divers seeking thrilling encounters in open waters.

Fiji

Fiji’s warm, tropical waters and welcoming locals make it a popular diving destination year-round. In November, you’ll experience fewer crowds and ideal conditions for exploring soft coral gardens, swim-throughs, and underwater caves. The Great Astrolabe Reef and the Beqa Lagoon are must-visit spots to discover Fiji’s marine biodiversity.

The Azores, Portugal

Located in the middle of the Atlantic Ocean, the Azores offer unique diving experiences with volcanic seascapes, deep-blue waters, and an abundance of marine life. November brings cooler temperatures, but the diving is still exceptional. Explore underwater hot springs, caves, and the chance to encounter majestic devil rays and blue sharks.

Malaysia: Sipadan and Mabul Islands

For a November diving adventure with a touch of seclusion, head to Sipadan and Mabul Islands in Malaysia. These islands offer excellent visibility, diverse marine life, and world-class dive sites. Swim alongside turtles, barracudas, and schools of jacks at Sipadan’s famed drop-offs.

Before you embark on your November scuba diving escapades, ensure you have the necessary certifications, gear, and local knowledge to dive safely. Whether you’re an experienced diver seeking thrilling encounters or a novice explorer looking to dive into a new passion, these destinations promise unforgettable underwater adventures this November. Dive in and discover the magic that lies beneath the surface!

Start planning your next scuba diving holiday at: https://www.scubadivertravel.com

Winterizing is one of those joys (or necessary tasks – depending on your outlook) of boating in Canada, or almost anywhere in North America unless you boat in southern Florida or southern California.

“Necessary” in the sense of protecting onboard systems involving fresh water to prevent freezing over the winter layup period and causing expensive damage come spring. Potentially “joyful” in the sense that it provides an opportunity to clean, refresh, and protect your boat, the pastime that provides you and your family so much enjoyment.

The following is not intended to be a step-by-step series of instructions on how to complete each task as that would take pages. Rather, it is an overview of “to-do” items you should consider depending on your available time and talents. Those freshwater onboard systems must be winterized carefully and completely, whereas other items are optional but desirable to enhance the life, appearance, and enjoyment of your boat.

For the essential systems in the first section below, if you are not mechanically inclined or do not possess the necessary tools, it is highly recommended you have your favourite qualified marine dealer complete those tasks for you. Also, if these systems, especially the engine and drive train are still under manufacturer’s warranty, it is highly recommended that a qualified dealer perform these tasks and take responsibility for performing them “by the book.”

Essential Onboard Items Requiring Winterization

1) General Guidelines:

A) For detailed step-by-step winterizing procedures for all of the essential items below, consult the manufacturer’s owner’s manual for each one, or alternatively the manufacturer’s website will provide these step-by-step instructions to properly complete each task.

B) Compressed air is now being used more and more by marine dealers to “blow” the water out of lines, tanks, and pumps. They choose this method to eliminate the use of much of non-toxic antifreeze which has to be environmentally and properly disposed of. There are risks in using compressed air and if you are not careful, you could cause damage with over-pressurization. There is also the possibility of not eliminating all water gathered in nooks and crannies in the system.

C) Use of non-toxic antifreeze remains the winterizing method of choice as, if used properly, will circulate into every place where water has been and thus provide the necessary protection from freezing. Non-toxic antifreeze is propylene glycol and is safe for water systems. It is also relatively safer in case some should accidentally spill into the environment. Never ever use ethylene glycol, which is the antifreeze used in your automobile radiator as it is highly toxic both to you and our environment. Even when using non-toxic antifreeze for winterizing, take precautions to catch any overflow in containers as opposed to letting it spill onto land or into our lakes and rivers. This especially applies come springtime when you are flushing the non-toxic antifreeze out of your various systems. Any “used” antifreeze you are being rid of must be properly disposed of at a toxic waste disposal facility often found at your local municipal landfill facility.

Always choose a non-toxic antifreeze (pink in colour) which has the lowest possible freezing rating, usually prominently displayed on the front of the jug. A minus 50-degrees Celsius rating is common but if you can find some with an even lower rating, please spend the extra few dollars. The reason is that some small bits of water may still be trapped in places, thus diluting the antifreeze and reducing its effectiveness.

D) Almost all the systems listed below will have an inline filter/sea strainer near the source of the incoming water where it feeds the engine or pump as the case may be. This filter should be removed and cleaned or replaced depending whether it is reusable or not.

E) Before you haul your boat from the water for the final time prior to winterizing, add a fuel conditioner to your fuel tank (especially essential for diesel fuel), then then run your engine for at least fifteen minutes to ensure the conditioner is present throughout the fuel-feed system and into the engine. This includes running your generator, too. Then fill your fuel tank to prevent the build-up of condensation in your fuel tank over the winter layup period.

F) If you have a toilet on board, get a pumpout and a rinsing of the holding tank prior to any winterizing.

2) Inboard/Sterndrive Engines:

Remove the old crankcase oil in the fall so that the acidic deposits from combustion don’t sit inside your engine all winter. Warm up your engine to make the oil flow easier, then change the oil and oil filter, and run the engine again for a few minutes to allow the fresh oil to coat the internal surfaces. Change the fuel and water separating filter (if any). Run the engine briefly out of the water to force as much water out as possible. Replace with non-toxic antifreeze. This may involve using “earmuffs” over the water intake on the outdrive. Check the level and quality of antifreeze in the reservoir of the fresh-water cooling system (if any) and top up or replace as needed. Some manufacturers may recommend “fogging” the engine with a special lubricant. Always follow the manufacturer’s recommendations.

On an inboard drive system, check the transmission oil for quality and quantity and top up or replace if needed. For a sterndrive system, ensure the outdrive is vertical. Check for quality and quantity of gear oil in the housing. If any water or metal filings are present, now is the time to have the drive removed and the problem fixed. If no problems are spotted, top up or replace the lower unit gear oil according to manufacturer’s recommendations – sometimes every year; sometimes every two years. Tilt up the drive and inspect the rubber boots encasing cables, water lines, and exhaust. Any unusual wear, tears, or cracks will necessitate the replacing of these boots.

Finally, encase the propeller in a sturdy plastic bag to prevent rain or melt water from entering the propeller housing and freezing, or if necessary remove the propeller and store indoors.

3) Outboard and Jet Drive Engines:

Today’s outboard and jet drive engines are extremely sophisticated and it is important you follow manufacturer’s recommendations. Flour stroke engines will require engine oil and oil filter changes, as well as fuel filter and water-separating filter changes. Modern two-stroke engines are much more sophisticated than those of your father’s, and therefore it is most important to follow the manufacturer’s recommendations. The oil in the gear cases in the lower housing needs to be checked, as in the sterndrive as indicated in the above section. Engine “fogging” is generally recommended for older two-stroke outboards. Most outboards automatically drain cooling water from the engine block when in a vertical position. As with a sterndrive, bag or remove the propeller as indicated in the above section.

4) Toilets, Sinks, Showers, Transom Showers, Freshwater Washdowns, and Hot Water Tanks:

For a recirculating “chemical” toilet, add non-toxic antifreeze to the attached tank and operate the hand pump mechanism until some antifreeze comes through into the toilet bowl.

For manual, electric, and vacuum-style toilets with separate holding tanks, first drain the onboard fresh water tank. Then flush the toilet a few times to remove any remaining water in the lines. Remove the water supply hose at its source, insert into a jug of non-toxic antifreeze. Flush the toilet until only the pink antifreeze comes through. Leave some antifreeze in the bowl all winter.

For sinks and showers, first turn off (and tape off) the hot water heater electrical breaker, and drain the hot water tank using the drain spigot at the bottom of the tank. Then turn on the fresh water pump and open all faucets, cold and hot until only air comes out. Remove the water supply hoses, hot and cold at their source, and insert into a jug of non-toxic antifreeze. Open all faucets starting with the ones furthest from the source until only the pink antifreeze comes out each one. Don’t forget your transom shower, cockpit sink, and freshwater washdown as well as your ice maker.

Don’t forget your (usually raw water) anchor washdown and raw water cockpit washdowns, if any. These will be separate from your fresh water systems. Also remember your dockside pressure water inlet. Finally, run your shower sump pump to get rid of as much water as possible and then add antifreeze and pump again until the pink comes out. Catch all antifreeze being expelled by sink drains or the shower sump drain and any other drains on the outside of your boat using jugs or basins.

Air Conditioner systems must also be winterized using antifreeze as they utilize raw water pumped in and out. These are tricky, and it is important to follow the manufacturer’s guidelines for winterizing.

Finally, scrub your bilge with a biodegradable cleaner to remove any oil film and residue. Rinse with water and pump your bilge (while catching all effluent on the outside of the boat), then put antifreeze in your bilge and bilge it again. Then remove your hull drain plug and put it in a safe place for the winter where you will not forget to replace it prior to launching.

5) Non-Essential but Desirable Winterizing Activities

When the boat comes out of the water for the final time and while it is still wet, clean the hull bottom with a scrub brush and biodegradable cleaners if necessary. Later you can decide on full topsides and hullsides washing and waxing. Remove all contents from the anchor and transom lockers, clean and dry them thoroughly (as well as lines and fenders), then dry these lockers prior to reloading the contents.

Unless your boat is destined for indoor heated storage, condensation will form on any enclosed surfaces which include the interior and the cockpit since it will be enclosed with a tarp or shrink wrap. Purchase some moisture-absorbing products readily available at any marine dealer and spread these containers liberally throughout the enclosed area per the instructions on the product. This is all in aid of the prevention of mold and mildew.

To further aid in this regard, remove as many cushions, pillows, bedding, curtains, PFD’s etc. as possible and store them aired-out indoors. Remove as much canvas as practical and first clean and then store similarly. Open as many hatches and cupboards as possible and leave them propped open. Do the same with any microwave, fridge, or freezer doors. Leave all remaining cushions, mattresses, etc. propped up to let air circulate around them.

Ensure all batteries are fully charged and preferably remove them from the boat for the winter. Clean the terminals. Finally, ensure the battery switches and shore power are all turned off. You are now ready to tarp or shrink wrap ensuring that there is venting to allow air circulation. If you are storing your boat on a trailer, then best to rest the trailer frame on blocks to take the weight off the suspension and tires. It is also a great theft deterrent.

BoatBlurb Newsletter

The Henry Steinbrenner freighter had a 31-person crew when it sank in a Lake Superior storm in 1953, according to a recent discovery. It went down, south of Isle Royale.

The Great Lakes freighter SS Henry Steinbrenner was primarily built for the iron ore, coal, and grain trades on the Great Lakes. It measured 427 feet (130 m) in length, 50 feet (15 m) in width, and 28 feet (8.5 m) in depth. She was launched as hull number 14 by the Jenks Ship Building Co. of Port Huron, Michigan after being ordered by the Kinsman Transit Co. of Cleveland, Ohio. She had a forward forecastle with crew cabins on top, followed by a cabin and pilot house. With the exception of 12 hatches outfitted with telescoping type hatch covers, the middle section was a long, nearly flat deck over the cargo holds.

The Steinbrenner’s first two decades on the Great Lakes were full of excitement. On December 6, 1909, the Steinbrenner was loaded with iron ore and headed downward when she collided with the nearly-new SS Harry A. Berwind on the St. Marys River. On May 10, 1910, the Steinbrenner was recovered, repaired, and put back into service after it sank in the river and was deemed a total constructive loss. She would go back to her rather uneventful trading routine until she ran into another ship again. She hit the SS John McCartney Kennedy this time in a murky Whitefish Bay, but she was able to stay afloat. After spending $5000 on repairs, she started trading again.

Final Voyage

On May 10, 1953, at 5:11 AM, the 52-year-old ship sailed from Superior, Wisconsin, carrying close to 7000 tons of iron ore for the Lake Erie steel mills. Although the weather was favourable at the time, forecasts for the rest of the day called for rougher conditions. For Captains at this time, setting sail despite unfavourable forecasts wasn’t unusual. The majority of Captains and crews had experienced several storms during their careers, but weather reports were less reliable than contemporary forecasts. Later that afternoon, the forecast gale hit, battering the Steinbrenner with strong winds and huge waves. Captain Albert Stiglin secured his ship’s deck but did not order his crew to cover the twelve “Telescoping” leaf-type hatch covers, which were not watertight and allowed some water to seep into the cargo holds. Around eight o’clock in the evening, one of the leaves on hatch number 11 came loose, allowing water to pour into the hold. Crew members were sent to secure the cover, but as the storm grew more intense, 80 mph (129 km/h) winds and big waves managed to work the leaf loose once more. The storm was forcing open doors and vents, which complicated the situation. It was now too dangerous for crews to be on the deck. Despite the start of the pumps, the flooding persisted. Although Captain Stiglin made an effort to prevent further damage from the waves, by morning other hatch covers had become loose and the ship was struggling to make forward motion.

The ship was doomed as soon as a few more manoeuvres were completed. On May 11, 1953, just after 7:00 AM, an SOS was broadcast. The crew gathered at the forward life raft and the rear lifeboats at 7:35 AM when the whistle signalled an abandon ship. There was confusion as the ship sank, and several men were hurt or ended up in the water. 15 nautical miles (28 km; 17 mi) south of Isle Royale Light, the ship quickly sank. Following the SOS, a search for survivors was launched by the steamers Wilfred Sykes, Joseph H. Thompson (at the time the largest ship on the lakes), D.M. Clemson, D.G. Kerr, William E. Corey, and the Canadian ship Hochelaga.

Six men were taking refuge in the life raft when it was discovered by the Joseph H. Thompson, which was being commanded by Captain Robert F. Leng. One lifeboat was discovered by the D.M. Clemson, which was commanded by Captain Arthur M. Everett. Captain Everett carefully manoeuvred the Clemson to position the lifeboat in the ship’s lee in the face of strong winds and choppy seas, and then had the survivors hoisted aboard with ropes. After that, the men were brought to the captain’s quarters where they were given hot food and clean clothing. The men from the other life boat were saved by the Wilfred Sykes.

17 men ultimately perished in the tragedy. The crew was blamed for not covering the hatches with tarpaulins, but in a storm of that size, even tarpaulins might not have been sufficient to keep the Henry Steinbrenner afloat. The sinking of the Steinbrenner made Great Lakes vessel owners more determined to retrofit some of their older ships with watertight single piece hatch covers.

Norm Bragg, who survived this wreck in Lake Superior, was a watchman on board the SS Daniel J. Morrell when it sank in Lake Huron. He helped that crew understand their plight, gave quick advice and said, “It’s been good to know you.”

17 crew members died and 14 were rescued from the frigid waters.

In September 2023, Jerry Eliason and Ken Merryman found the ship in 750 feet (230 meters) of water, surrounded by its iron ore cargo.

I have always been an outdoors person. From playing football when I was younger, to going on adventurous activity weeks and taking my first try dive back in 2003. This was my first step to exploring a whole new world. 

I joined the Royal Military Police in March 2010 and upon completing training I was sent to Bulford, Wiltshire where I honed my skills in both police work and soldering field skills. Perhaps one of the most memorable experiences was going to Kenya on a training exercise for 7 weeks, during which we got the chance to do adventurous training including a walk around a nature reserve with a Maasi Warrior!

A few years later, whilst serving in Cyprus, I found a passion for scuba diving. What better place to learn. Here I completed my BSAC Ocean Diver and Sports Diver courses and spent many dives on the Zenobia wreck. During my second posting to Cyprus I completed my Dive Leader, Advanced Diver and Open Water Instructor courses.

In 2020, having been promoted to Sergeant, a milestone for me and my career, I decided that a new challenge was what I was looking for and in 2022 I left the British Army and moved to Greece with my wife. This is where I discovered the great diving opportunities Greece has to offer us wreck lovers.

In January 2023 I was offered the chance of a lifetime, working in Truk Lagoon and Bikini Atoll – a scuba divers dream. With both being destinations on my bucket list, it was very hard to say no, so I jumped on a plane and made the two and a half day journey into the Pacific Ocean. This was an incredible experience and I feel very privileged to have dived in those remote and fascinating places, and to have completed almost 100 dives in each location.

Upon returning home from Bikini Atoll, crossing the international date line and having the chance to redo a day, feeling like groundhog day but in Hawaii, I eventually made it back to Europe, where I embarked on the next leg of my dive professional journey. I completed an instructor crossover with Scuba Schools International to become an Advanced Open Water Instructor.

Now I am back in Greece briefly before embarking on my CCR MOD 3 course, BSAC Technical Instructor course and back to Malta to complete the SSI XR crossover and join their technical instructor programme. 

It has been a long and arduous journey, and this is just the beginning, but if it was easy it wouldn’t be fun.

When it comes to planning your next diving vacation, you’re likely seeking a destination that combines outstanding underwater experiences with a variety of non-diving activities to make your trip truly memorable. Look no further than Curaçao, a hidden gem in the Caribbean that offers not only exceptional shore and boat diving opportunities but also a plethora of off-the-beaten-path adventures. Now, keep reading because we are going to take you on a journey to discover why Curaçao is the perfect choice for your next scuba diving vacation.

Where is Curaçao? How to Get There?

Before we delve into the wonders of Curaçao, let’s pinpoint its location and understand how to get there. Curaçao, pronounced “Cure-a-sow,” is one of the ABC islands that make up the Dutch Caribbean. It is situated in the southern part of the Caribbean Sea, between Aruba and Bonaire.

Getting to Curaçao is a breeze, thanks to the well-connected Curaçao International Airport (CUR), which receives daily flights from major cities in North America, Europe, South America, and other Caribbean islands. So, whether you’re flying from Toronto, New York, Miami, Amsterdam, or another destination, reaching Curaçao is convenient and hassle-free.

Curaçao is a Diving Paradise in the Caribbean

Curaçao is renowned as one of the best overall diving destinations in the Caribbean, and for good reason. Its crystal-clear waters, diverse marine life, and impressive underwater landscapes make it a dream destination for divers of all levels. Here’s why Curaçao should be at the top of your dive vacation bucket list:

Exceptional Shore Diving

Curaçao is famous for its accessible and spectacular shore diving sites. With over 60 dive sites just a few steps away from the shoreline, you can explore vibrant coral reefs, intriguing shipwrecks, and breathtaking drop-offs without the need for a boat.

Boat Diving Adventures

If you’re in the mood for boat diving, Curaçao has you covered. The island offers world-class boat diving trips to some of the most remote and pristine dive spots, where you can encounter majestic Caribbean species, massive coral formations, and thrilling wall dives.

Non-Diving Activities

Curaçao isn’t just about what lies beneath the surface. Above water, you’ll discover a wide range of activities to suit all interests. Explore the historic capital, Willemstad, with its colorful Dutch colonial architecture, visit intriguing museums, indulge in mouth-watering foodie delights, hike through scenic national parks, or relax on stunning beaches.

Dive Vacation Tip: Explore the endless vacation possibilities with Curaçao Dive Travel Guide. This guide will provide you with essential tools, local tips, and helpful advice to plan your diving holiday to Curaçao.

Accommodation Options for Every Preference

To make your diving vacation truly comfortable and enjoyable, Curaçao offers a diverse selection of accommodations that cater to different tastes and budgets. Here are a few standout options:

LionsDive Beach Resort

If you’re looking for an eco-conscious diving resort, LionsDive Beach Resort is a top choice. Nestled on a private beach, this resort is not only committed to providing exceptional diving experiences but also to preserving the local environment.

Sunscape Curaçao Resort, Spa and Casino

For those seeking an all-inclusive experience, Sunscape Curaçao Resort offers luxurious accommodations, a variety of dining options, and entertainment, making it a perfect choice for families and couples.

Budget-Friendly Options

Curaçao caters to budget-conscious travelers too. Consider staying at places like All West Apartments or Nos Krusero Apartments, where you can find affordable yet comfortable lodging options. These accommodations often offer sleep, drive, and dive packages, making your trip even more cost-effective.

Eco-Dive Tourism: A Commitment to Conservation

Curaçao takes its commitment to eco-dive tourism seriously, and one shining example of this dedication is the Reef Renewal Curaçao Foundation. This non-profit foundation focuses on coral reef restoration, a critical endeavor to protect and revitalize the island’s coral ecosystems. As a visitor, you can get involved in coral reef restoration activities, such as out-planting coral fragments, contributing to the preservation of Curaçao’s underwater treasures.

Dive Vacation Tip: When visiting Curaçao, you are encouraged to dive responsibly.  Learn more about Responsible Scuba Diving in Curaçao and the 10 core attributes of being a sensible scuba diver in Curaçao.

Why Choose Curaçao for Your Dive Vacation?

In summary, Curaçao stands out as an exceptional dive vacation destination that offers:

• Unparalleled shore and boat diving experiences.
• A wide range of non-diving activities and cultural experiences.
• Diverse accommodation options to cater to all preferences and budgets.
• A commitment to eco-dive tourism and coral reef restoration.

So, why wait? Make the decision to choose Curaçao for your next scuba diving adventure. Dive Travel Curaçao’s experienced reservations team is ready to help you plan a personalized dive vacation that suits your interests and needs. Contact Dive Travel Curaçao today to start turning your dream of exploring Curaçao’s underwater wonders into a reality.

In conclusion, Curaçao offers a truly unique diving vacation experience that combines world-class underwater adventures with a rich array of activities and accommodations to suit every traveler. Dive into the crystal-clear waters, explore vibrant coral reefs, and immerse yourself in the vibrant culture of Curaçao. Don’t miss the opportunity to make memories that will last a lifetime in this Caribbean paradise. Choose Curaçao and let your scuba diving adventure begin!

Learn more at Dive Curaçao – https://www.divecuracao.info

An overview of Scubagaskets Products and Services to the scuba diving industry

Learn more about Scubagaskets at: https://www.scubagaskets.com

As the summer sun mellows into a gentle warmth and the crowds of tourists begin to dwindle, October presents a golden opportunity for scuba divers to explore some of the world’s most breathtaking underwater realms. With clear waters, pleasant temperatures, and an abundance of marine life, this month promises unforgettable diving experiences. Join us as we embark on a journey to discover the best places to go scuba diving in October.

Bonaire, Caribbean

Tucked away in the southern Caribbean, Bonaire boasts some of the most pristine dive sites in the world. October offers ideal conditions with warm waters and excellent visibility. Marine life is abundant here, including vibrant coral reefs, colorful fish, and the opportunity to spot elusive seahorses. The island’s commitment to marine conservation ensures healthy ecosystems and unforgettable diving adventures.

Cozumel, Mexico

October is the sweet spot between hurricane season and the winter crowds in Cozumel, Mexico. Divers can explore the famous Palancar Reef, a paradise for underwater photographers, and swim alongside gentle nurse sharks and vibrant parrotfish. Cozumel’s warm waters and fascinating underwater topography make it a must-visit for divers seeking diversity.

Maldives

With its idyllic overwater bungalows and crystal-clear waters, the Maldives is a dream destination for divers. October marks the beginning of the dry season, offering calm seas and excellent visibility. Dive into the heart of the Indian Ocean to encounter manta rays, whale sharks, and an array of coral species that make the Maldives a true underwater wonderland.

Hawaii, USA

The Hawaiian Islands are a year-round paradise for divers, but October is especially delightful. Warm water temperatures and a decrease in visitor numbers create a serene atmosphere both above and below the waves. Explore lava tubes, swim with spinner dolphins, and immerse yourself in Hawaii’s unique underwater culture.

Red Sea, Egypt

October is a prime time to explore the Red Sea’s vibrant coral reefs and bustling marine life. Sharm El Sheikh and Hurghada are popular diving hubs that offer warm waters, calm conditions, and incredible biodiversity. Don’t miss the opportunity to dive the world-renowned SS Thistlegorm wreck and witness the vivid colors of the coral gardens.

Tenerife, Canary Islands

Tenerife, the largest of the Canary Islands, offers diverse underwater landscapes and a pleasant climate throughout the year. October is an excellent time to visit, as water temperatures remain comfortable, and visibility is at its peak. Dive into the underwater volcanic formations, spot angel sharks, and explore the unique underwater sculptures at Museo Atlántico.

Komodo National Park, Indonesia

October marks the start of the dry season in Komodo National Park, making it an ideal time to explore this UNESCO World Heritage Site. Encounter the awe-inspiring Komodo dragons on land and dive into the waters to discover a kaleidoscope of marine life, including manta rays, sharks, and vibrant coral gardens.

Great Barrier Reef, Australia

Venture down under to the Great Barrier Reef, a UNESCO World Heritage Site and the world’s largest coral reef system. October welcomes mild temperatures and lower tourist numbers, offering divers the opportunity to explore this natural wonder in relative solitude. Swim with green sea turtles, colorful clownfish, and witness the breathtaking coral formations.

Before you embark on your October scuba diving adventure, remember to check local regulations, weather conditions, and dive certifications. Safety should always be a top priority when exploring the wonders of the underwater world. With these top destinations in mind, pack your gear, and get ready for an unforgettable journey beneath the waves this October. Happy diving!

Find your next scuba diving travel location at: https://www.scubadivertravel.com

The most significant navigational risk on Lake Superior was a reef, which is where the Stannard Rock Light is situated. One of the top ten engineering achievements in the United States is considered to be the exposed crib of the Stannard Rock Light. It is the farthest lighthouse (from shore) in the United States at 24 miles (39 km) from the closest piece of land. It was known as “The Loneliest Place in the World” and was one of the “stag stations” that was exclusively staffed by men.

The lighthouse was automated in 1962, and the US Coast Guard continues to operate it as a navigational aid. It is off-limits to the general public and only accessible by boat or airplane.

This underwater mountain, which measures 0.25 miles (0.40 km) in length and has a maximum depth of 4 feet (1.2 m) and a mean depth of 16 feet (4.9 m), was first spotted in 1835 by Captain Charles C. Stannard of the ship John Jacob Astor. This reef, which was “atop a mile long reef” more than 50 miles northwest of Marquette, posed the greatest threat to navigation on Lake Superior, and it was first identified by a day beacon in 1868. At the time, tests were conducted to see if a light could endure in such a hostile environment. In 1866, a temporary marker was erected there. A lighthouse had to be built as a result of the Soo Locks opening and the booming increase in trade between Duluth, Minnesota, and the lower Great Lakes. Captain Stannard was honoured with a lighthouse. Of all the lighthouses in the United States, the Stannard Rock Light is the furthest from land at 24 miles (39 km) away. A superior lake trout fishery can be found all year long thanks to Stannard Rock Reef. On August 17, 1997, Lucas Lanczy, then 16 years old, caught the 61 pounds, 8 ounces (27.9 kg), state record lake trout for Michigan at Stannard Rock Reef using 12-pound (5.4 kg) line.

Maintenance workers had to hack away the ice around the door to get to the men in the early winter when Lake Superior’s waves crashed against the stone tower of the Stannard Rock Light. Before the keepers at the Stannard Rock Light received help in the event of an illness, mishap, or fire, it might take days or even weeks. It was designated as a “stag station” where only men could work because it was one of the rock lighthouses. The Stannard Rock Light was referred to by the keepers as the “Loneliest Place in the World”. It has always held the title of being the “loneliest place” in the contiguous United States as well.

For 60 years, the Stannard Rock Light keepers used flammable illuminants to light up the lantern and the dwellings; the lighthouse wasn’t electrified until after World War II. A few years later, the buildings on the pier were completely destroyed, and the interior of the tower was severely damaged, due to an explosion of gasoline and propane tanks used to fuel the station plant. Three keepers were stranded on the concrete pier at the base of the tower for three days before a passing ship discovered them and alerted the Coast Guard after the explosion claimed the life of one of the keepers. The kind Woodrush came to the men’s aid.

The station was automated in 1962 after the Coast Guard repaired the fire damage and decided the location was too isolated and dangerous. A 3,000 candlepower light was used in place of the previous 1,400,000 candlepower one. The second order of 12 bulls-eyed Fresnel lenses was painstakingly disassembled by the Coast Guard, carried down 141 tower stairs, packed in six wooden crates, and then lowered by block and tackle 80 feet (24 m) to the crib for shipment. The Fresnel lens was located 37 years later at the Coast Guard Academy’s storage facility in New London, Connecticut, after a protracted search. In 2000, the tower’s base unit for the lens was moved to the museum. The camera lens is now visible at the Marquette Maritime Museum.

The Stannard Rock Light is still a working navigational aid and belongs to the Coast Guard. The lighthouse is off-limits to the general public and can only be seen from an airplane or boat. Having warned mariners away from the perilous reef for more than a century, the lighthouse was given a new purpose in 2008 when researchers installed equipment atop the tower to determine whether increased evaporation was the reason for the Great Lakes’ declining water levels.

It is possible to reach the lighthouse by boat, but guests are not permitted to go inside.

It was listed on the National Register of Historic Places in 1971.

At Milwaukee’s Wolf & Davidson Shipyard, the wooden steamer William H Wolf was launched on August 6, 1887. For the Wolf & Davidson Steamship Company, she was constructed. The Wolf’s dimensions were 285 feet long, 42.3 feet wide, and 19.2 feet deep. Georgia pine, which is typically only used on coasting vessels, made up the majority of her ceiling, deck beams, and deck. Her oak beams were shipped in from Kentucky and Indiana.

There was a sizable crowd present for the launch of the William H, Wolf , a vessel that was exquisitely constructed. On the dock of the Northwestern Fuel Company, which is across the river from the shipyard, spectators gathered. She caused a huge wave that swept up in the dock ten or twelve feet, damaging the coal sheds and partially collapsing the dock, which was unfortunate for the spectators as she slid into the river.

The Milwaukee Sentinel’s description of the scene from August 7, 1887

“A suppressed cry of horror rose to the lips of the 3,000 or more people who witnessed the launch of the mammoth new steamer William H Wolf yesterday afternoon at Wolf & Davidson’s shipyard, as simultaneously with that occurrence a staging on the Northwestern Fuel company’s dock gave way and the seventy-five persons upon it were precipitated either upon the dock below or into the river. The spectators saw the huge vessel make her plunge as the last block was knocked away, a great wave was caused by the displacement of water, and through the wall of spray the platform was seen to lift and then crash down upon the docks below, burying many of the people beneath the fall timbers, maiming, mangling and wounding a score of the unfortunates. The cries of the unfortunates, the hoarse shouts of men rushing to the rescue, the shrieks of women and children, the splashing of the waves mingled in a sound that was painful discord to the ears of the horror-stricken spectators. The accident caused two fatalities, several person are so badly injured that death will probably ensue and twenty or more others are badly injured. Ten or twenty persons were thrown into the river, but it is not known whether all were rescued. The lifesaving crew and police dragged the river in the vicinity for two hours after the accident without bringing any bodies to the surface. Still many people believe a number were drowned and thought that the suction of the boat dragged the bodies out of reach of the searchers.”

Milwaukee Sentinel

The Wolf was a popular steamer and enjoyed a successful career up until October 20, 1921, when she caught fire while in the St. Clair River while downward bound. On the Canadian side of the channel, across from Marine City, she sank after burning to the water’s surface. When the fire was discovered, she had just finished unloading her pulpwood cargo at Port Huron and was heading down to dry dock. Of the 22 people on board, two were lost. She was floated, taken south of Fawn Island, and sunk in 1925. She now rests in about 50 feet of water and is a well-liked dive site. The William H. Wolf, is the largest wreck in the St. Clair River. The engine and propeller are still at the site, along with its two intact boilers.

YouTube Video 2012

In the annals of maritime history, the Dunraven remains a captivating tale of adventure and misfortune. This cargo ship, officially designated as an “Iron Screw Steamer-Planked,” embarked on its maiden voyage in the late 19th century. Built with precision and care at the Charles Mitchell and Co. Iron Ship Builders in Newcastle upon Tyne, UK, the Dunraven was destined to etch its name into the lore of the Red Sea.

Setting Sail in Grandeur

Launched on December 14, 1872, and completed the following year, the Dunraven stood as a formidable vessel, measuring 79.6 meters in length, 9.8 meters in beam, and 7.3 meters in draught. Its unique propulsion combined square-rigged sails on fore and aft masts with a state-of-the-art 140 PSI 2-cylinder compound inverted engine, crafted at Humphreys and Tennant in Newcastle. Steam, generated by two coal-fired boilers, propelled the ship to an impressive speed of 8 knots. The ship’s crew complement of 25 suggests it was primarily steam-operated, with sails serving as auxiliary propulsion.

Voyages of the Dunraven

The Dunraven embarked on numerous journeys, but it is the final one that left an indelible mark on its history. On April 6, 1876, under the command of Captain Edward Richards Care, it departed Bombay, India, laden with a “valuable general cargo” bound for Liverpool. The ship glided smoothly through the Indian Ocean, making a stop in Aden to replenish its coal reserves.

However, fate had other plans. In the early hours of April 25, 1876, while navigating the Red Sea, the ship’s Second Mate sighted land and a light ahead. Though the Captain was alerted, a sequence of events unfolded that would seal the Dunraven’s fate. Land was sighted too late, and despite desperate efforts, the ship struck a reef, rapidly taking on water. Abandoning ship became the only option.

By noon, the Dunraven was submerged in the Red Sea’s depths, marking the end of a once-proud vessel. Captain Care faced a Board of Enquiry, and negligence was attributed to him, resulting in the revocation of his Master certificate for a year.

A Diver’s Paradise

Today, the Dunraven rests almost completely upside-down on her port side, a mesmerizing sight for divers. Located near Beacon Rock in 15-30 meters of water, this shipwreck offers a unique underwater experience. The bow faces northeast, while the stern reaches the greatest depths. Diving conditions vary, with visibility ranging from 10 to 30 meters, and a North-South current is often present.

Exploring the Dunraven, divers can witness the ship’s fragmented forward section, with entry/exit points for penetration at various depths. Amidships, the wreckage reveals the engine room, boilers, piping, valves, and the ship’s main engine and shaft. The stern boasts a captivating view of the rudder and a partially intact propeller, missing just one blade. A remnant of one of the ship’s masts still graces the seabed, a poignant reminder of the Dunraven’s storied past.

While the Dunraven may not attract the same crowds as the famous Thistlegorm, its submerged history offers a rewarding and challenging dive, making it a hidden gem in the Red Sea’s depths. To explore its secrets, remember to choose a calm day and carry a couple of flashlights to illuminate your underwater journey.

For adventurers seeking a voyage back in time, the Dunraven awaits, inviting divers to uncover its mysteries and relive the final chapter of a remarkable maritime tale.

Learn more at: https://www.redseasafaris.com

The merchant ship HMS Investigator was acquired in 1848 to look for Sir John Franklin’s disastrous Northwest Passage expedition. She made two trips to the Arctic before being forced to be abandoned in 1853 when she got stuck in the pack ice. She was the fourth ship to carry the name in the Royal Navy.

The 422-ton Investigator, built by Scotts Shipbuilding and Engineering Company in Greenock on the Firth of Clyde, was bought by the Admiralty in February 1848 and modified by R. & H. Green at Blackwall Yard on the River Thames for arctic exploration. Woolwich Dockyard’s master shipwright William M. Rice strengthened her for use in the Arctic. She was heavily reinforced with 516 in (8 mm) steel plating and timber, including teak, English oak, and Canadian elm. Ten pairs of diagonal plates and ten pairs of wrought iron diagonal riders were installed on the sides of the ship between decks. The upper decks were doubled with 3 in (76 mm) fir planking to handle snow and ice loads. To enhance lighting and ventilation, Preston’s Patent Ventilating Illuminators were installed. A modern stove system designed by Charles Sylvester that could warm the entire ship was also used successfully. William Edward Parry had used a similar or identical device in 1821 to aerate the lowest deck and prevent condensation.

Career

Investigator travelled with HMS Enterprise on James Clark Ross’ search for Franklin’s missing expedition in 1848. Captain Robert McClure was in charge when they set out on their return trip, but at Mercy Bay, which is next to Banks Island, the ship got stuck in the pack ice.

She was unable to break free of the ice, leaving her crew stranded for two years before being rescued by the HMS Resolute, another British vessel. The crew of 66 went through unspeakable hardships during those two years. Many men suffered from scurvy and three of the 66 sailors died.

Investigator was abandoned after the crew was saved and left to sink to the bottom of the Beaufort Sea, where she remained until July 2010 with her secrets frozen in place. However, due to difficulties in accessing the area—which is extremely inhospitable and frequently iced over—her exact location was unknown for more than 150 years.

The circumstances surrounding Investigator’s abandonment are not a mystery, unlike the losses of Erebus and Terror. Alexander Armstrong, the ship’s physician, published an unofficial account of the voyage in 1857.

Inuit oral traditions contain tales about the ship. The local natives used the abandoned ship as a source of copper and iron; when smaller boats were found on the shore, metal nails were missing. According to an Inuit report from 1910, “one year she had still been on the beach and the next year she was gone without a trace.” During his Arctic expedition in 1915, Canadian anthropologist Vilhjalmur Stefansson reached Mercy Bay, but he was unable to locate her remains.

Discovery

A team of archaeologists, scientists, and surveyors from Parks Canada started looking for the Investigator’s sunken wreck in Mercy Bay at the park’s northernmost point in July 2010. The expedition was the first to look specifically for the ship. Based on the original Royal Navy records of the ship’s location when it was abandoned, the team reached Banks Island in the Beaufort Sea on July 22 and started a sonar scan of the region three days later. The ship’s deck was located about 8 meters (26 feet) below the surface, 150 meters (490 feet) off the north shore of Banks Island.

An official with Parks Canada stated that the ship was discovered “sitting upright in silt; the three masts have been removed, probably by ice.” Due to the chilly Arctic water, her hull is partially buried in silt, and the outer deck is not degrading as quickly. Although the team sent a remotely operated underwater vehicle to take pictures and assess the wreckage, there are no plans to raise the ship’s remains.

As a site for archeological and cultural heritage, Parks Canada acknowledges that Great Britain still has legal ownership of the HMS Investigator.

“I was able to get out for one last adventure before a rainy weekend ahead of us. I found a bunch of stuff, including a peculiar old “quack medicine bottle” (Nerviline) from the early 1900s.”

Saltwater Sean

If you enjoy watching old-style western television programs, you may occasionally have come across a plot involving a travelling medicine wagon and a person posing as a “Doc”. This could be regarded as the start of marketing campaigns in the early 1900s. The “doctor,” who was in charge, would send representatives to neighbouring towns to promote the show, hang banners and posters, and pique interest in the wonder drug that would be displayed. Some of these townsfolk would seem to be suffering from a condition that the elixir would miraculously cure. Despite the fact that these medications were very popular, the ingredients were not controlled. The majority of these elixirs contained morphine, cocaine, and significant amounts of alcohol; some had alcohol content of over 30%. A “Cure For What Ails You”

At the time, Nerviline, one of these medications, was promoted as a treatment for neuralgia, toothaches, rheumatic pains, sore throat, lumbago, sore, aching joints, muscular strains, sprains, chest soreness from colds, chilblains, hoarseness, and insect bites. a panacea for all ailments! The packaging for Nerviline included a rectangular, transparent, glass bottle without a cork with visible mould lines and information embossed on the bottle.

Medicine Shows became less and less popular as people started to doubt the efficacy of these tonics. The government started paying attention after some of these “medicines” caused terrible side effects and even deaths. The Food and Drug Administration was eventually established after the Pure Food and Drug Act was eventually passed in 1906.

About Nerviline

After having studied at Queen’s University, Neil C. Polson established a drug business in Kingston in 1877. N.C. Polson & Co. became widely known across North America as a druggist and chemical manufacturer. They manufactured “Catarrhozone” and “Nerviline” under the Polson Co. umbrella. One of their products, Catarrhozone, was widely advertised as an inhaled germ-killer and remedy for all respiratory ailments. The Vapor treatment was meant to be dropped onto a small piece of wool held inside the portable wood inhaler, then inhaled periodically through the mouth. The company Polson Co. also produced Nerviline, a remedy for every ailment. On a bottle labelled “Polson’s Tasteless Preparation, the ingredients are cod liver oil and is pleasant and palatable along with doses for adults and children. Neither a confirmation that the aforementioned bottle was Nerviline nor a list of the ingredients for Nerviline can be found. It’s possible that Nerviline included morphine, cocaine, and a sizable amount of alcohol but unknown.

The United States and the West Indies received shipments of Polson’s goods from Kingston, Ontario.

In 1893, Polson was elected mayor of Kingston.

Follow Saltwater Sean’s Clean-Up Adventures on Facebook, Twitter, Instagram and YouTube.

Type 1 Diabetics face enormous challenges with daily life and routines as well as managing ever changing glucose levels which affect mood, wellbeing and ability.

I have met many diabetics over the years who have been nervous about diving, worried about under water hypos, physical challenges that scuba demand and rightly so concerns about general wellbeing under water.

Scuba is really a sport that anyone can access. It has and can be tailored to support the needs and requirements of its participants. The guys at Oyster Divers were keen to support Sam Stimpson through his Open Water PADI course to certify him and to prove that Diabetics can dive too.

https://oysterdiving.com

This dive school and travel centre supported planning pool and theory sessions and open water training to guide Sam onto his journey to dive safely. Offering tons of advice and guidance along the way, the centre made the process painless. 

Barriers arrived when the PADI medical form needed to be signed by a Doctor after a yes was marked down for a condition that may affect him on his course. The process of contacting Doctors was extremely difficult with medical professionals passing Sam around from GP to specialist and back to Diabetic clinics. A really challenging journey to go on to get a signature to be deemed medically fit to dive.

‘Previously I got signed off by my GP to do my Discover Scuba Dive with PADI. This time the policies had changed and my GP refused to sign. I was not referred to another person to complete the form. I had to go to my diabetic care team to ask for a favour as they didn’t have a procedure in place for this kind of request at this time, or one that was clear to me as a diabetic who manages his diabetes.’ Sam Stimpson

https://www.padi.com/sites/default/files/documents/padi-courses/2.1.5%20rstc%20medstate%20v201.pdf

The obvious response here is that of course not all people manage their Diabetes correctly or can have the condition and find it overwhelming and tricky to manage and at times or regularly out of their control. For this reason the importance of having the medical signed off by a specialist was not only crucial but understandable. It was a shame that it was so hard to find a person to sign it but the understanding of why it needed to be done made total sense.

https://forum.diabetes.org.uk/boards/threads/diving.73783/

https://www.ddrc.org/diving/can-i-dive/can-i-dive-diabetes/

Armed with a signed form the planning was underway with knowledge reviews to complete and E Learning to be studied. It was an exciting start after a long wait and Sam was eager to get going.

Sam was no stranger to the World of diving and had completed a Discover Scuba Dive some years before, the perfect entry level experience to taste the sport. He was also the son of a diver and had memories of wetsuits hanging in gardens post dive, equipment laying around the house and some very beautiful and well illustrated dive logs in his possession. It was envitable and important for Sam to get certified to connect with that part of his past and to break down the assumption that having a medical condition prevents you from doing the things you want.

https://www.thescubanews.com/2022/05/07/introducing-dive-force-marine-in-london/

The idea that an illness can stop you from learning to dive is a myth that most dive operators try to banish. Almost all dive professionals that I have met throughout my dive career have promoted scuba to everyone, an inclusive sport to explore a World that we should all have the right to adventure in.

The day arrived to start pool work and the location was in a beautiful school in Windsor. St Johns Beaumont is a stunning site with incredible grounds. The Oyster team were there and set up on our arrival. Tanks, kit, paperwork and staff prepared for the courses on the day. Sam’s Instructor Tom was welcoming, polite and funny and after meeting him several years before I was glad to get the pleasure of his company again. 

‘Tom was a great instructor. I felt relaxed in his company, supported with his teaching methods and offered room to practice and refine my skills. He was a really charismatic guy with a good sense of humour and his personality made me enjoy the day far more than I had expected. Our small group had a array of skills and ages and Tom brought us together to work as buddy teams and a group of new divers all with different questions and anxieties.’ Sam Stimpson.

Sam was lead through each confined dive with support and guidance and was no different to an other learner. His diabetes didn’t affect his ability to master or deliver skills and he was at no point unwell under water. As an individual who manages his condition well his response to this was…

‘I deliberately didn’t eat carbohydrates or sugars pre dive. I lowered my basel insulin by 10% a couple of days prior to my course at the advice of my diabetic team at St Barts in London. They walked me through the potential dangers and stresses of diving related problems for Diabetics. They sent me videos, spoke to me on the phone and kept in touch via email to answer my questions.’ Sam Stimpson.

The session lasted all afternoon and by the end Sam was signed off as a referral to go and complete his course in his chosen destination of Malta, all organised by the travel team at Oyster. The battle of best dates to go, time of year and budget was carefully managed by Samantha Davey, Travel Consultant at Oyster Diving Holidays. An incredibly patient and thorough woman. 

The course and this article was also heavily supported by Mark Murphy, Master Scuba Diver Trainer and Owner of Oyster who was receptive to us writing about Diabetic Type 1’s and scuba. A big thank you to him for his help.

How to install the 003 size o-ring on SPG swivel without damaging the new o-ring and in a matter of seconds.

Learn more at: https://www.scubagaskets.com

The beginning of this video states “Stunts in this video were performed by experienced freedivers: always dive within your limits”

Garrett Clement teamed up with Jenna Blake to explore the underwater playground found in the rivers of Vancouver Island.

Underwater diving that relies on breath-holding until resurfacing rather than the use of breathing apparatus like scuba gear is known as freediving, free-diving, free diving or breath-hold diving. The depths and duration of freediving are constrained by physiological factors such as the limits of breath-hold, immersion in water, and high ambient pressure.

History

With the exception of the sporadic use of reeds and leather breathing bladders, freediving without the aid of mechanical devices was the only option in ancient times. The divers experienced the same issues divers do today, such as blacking out during a breath hold and decompression sickness. Ancient cultures used freediving to help with food gathering, gather resources like sponge and pearl, recover sunken treasures, and support military operations.

Freediving Today

In the last few years, competitions for freedivers take place in lakes, the open ocean, or swimming pools. Divers competing in these events are scored according to their weight, depth of dive, and time spent holding their breath. Each of these criteria may have a different significance depending on the discipline.

Never dive alone is the most important freediving rule, and regardless of your skill level, it is continually emphasized at all freediving courses. Always go with an experienced partner, ideally one that is on the same level as you or even a level higher. Your companion must understand basic safety rules, how to respond in the event of a blackout, and how to administer first aid.

Freediving can be very risky, especially if you don’t have the proper equipment. It’s a sport that is almost entirely focused on swimming through the ocean’s depths on a single breath. Make any errors, incorrect assumptions, or unwarranted demands; you might not take another breath ever again.

Compared to scuba diving, the death rate for competitive freediving is low, but deaths do happen, usually from blackouts. AIDA (or an equivalent) freediving authority oversees each international competition, and some competitors have been known to dive more than 300 feet on one breath.

In June 2012, an Austrian freediver, went deeper than his own personal “No Limit” with a freedive to 253.2 meters (831 ft) suffering injury in the process. On land, he still struggles with balance and co-ordination, but not underwater. He keeps performing deep free dives.

It’s important to be well-trained, just like with scuba diving, and to “dive within your limits,” as the video advised.

David Attenborough investigates the extraordinary ways that animals perceive and create sound, as well as the significant role that sound plays in the lives of animals worldwide, from birth to survival as adults and mating.

This innovative series puts sound front and centre for the first time using cutting-edge recording techniques and 360-degree Dolby Atmos soundscapes.

We see how young caiman communicate with one another inside the egg, how lions and hyaenas use sound to fight in the dark, how a strange fish confused locals with its eerie hum, and how some birds have mastered the art of mimicry to remarkable effect.

Secret World of Sound with David Attenborough will immerse viewers in a world of wonder, insight, and cutting-edge scientific findings.

Secret World of Sound with David Attenborough was commissioned for Sky Documentaries by Zai Bennett, MD of Content, Sky UK&I, Poppy Dixon, Director of Documentaries & Factual and Tom Barry, Commissioning Editor.

Working on scenes for the upcoming series Secret World of Sound with Humblebeefilms and CBC required Tavish Campbell and colleagues to spend the last two springs working long days and nights in shallow water.

Coming to Skytv and Netflix in early 2024.

We’ll be showcasing Chris’s videos in collaboration with The Scuba News Canada. These are educational and informative, and Chris admits that he hopes to inspire people to try scuba diving. On TikTok, he has over 145,000 followers from all over the world. He makes regular scuba diving adventure and instructional videos, as well as answering viewer questions in his videos about anything scuba or water-related. He feels seasoned divers can stay current with the new dive industry and training philosophies, so his channel has something for the novice to experienced divers.

About Chris Foisey

Chris was certified at Dans Dive Shop in 2011 and started working there that summer. After a few years, he started to pursue technical diving as well as becoming a Padi Dive Master. Over the years he has built his certifications up to a Level 1 cave diver and trimix decompression diver, Padi Master Scuba Diver Trainer as well as a hydrostatic technician and a full-time employee at Dan’s Dive Shop. Over the last 10 years, Chris has completed over 1200 dives all over the world and personally certified over 300 students.

Follow Chris on TikTok, Instagram and YouTube & Modern Diver

Follow Chris on Facebook

Six craftsmen were flown by Norurflug helicopter pilot Gsli Gslason on June 23, 2017 to the Vestmannaeyjar islands’ Prdrangar lighthouse. Maintenance work was being done by these six men.

The magnificent lighthouse, which was constructed in 1939 and is situated close to the Vestmannaeyjar islands in south Iceland, was the men’s hotel for the night. The lighthouse is situated on top of a very steep cliff, making access difficult. Gsli and his passengers were fortunate to experience clear skies and good weather for their flight.

Gsli exclaimed to the National Broadcasting Service, “It was an amazing day!” We even saw a killer whale family swimming close to the lighthouse.

About the Þrídrangaviti Lighthouse

The Vestmannaeyjar archipelago’s Þrídrangaviti Lighthouse, which is 7.2 kilometres (4.5 miles) off Iceland’s southwest coast, is frequently referred to as the world’s most remote lighthouse.

The three named sea stacks at that location—Stóridrangur (on which the lighthouse is located), fudrangur, and Klofadrangur—are referred to as the “three rock pillars” in the name. It was built in 1938 and 1939, and the lighthouse was put into service in 1942. It was originally built by hand without the use of machinery, and access was only possible by climbing the tallest of the three rocky stacks, which stands at 120 feet.

Rni G. Orarinsson oversaw construction of the lighthouse and enlisted expert mountaineers to scale the sea stack. For the final pitch, they created a human stack with one man on his knees, another man on top of him, and a third person climbing on the second one because their climbing tools did not allow them to bite into the rock near the top and there were no handholds.

Today, it is reachable by helicopter landing on the helipad at the site.

Technical Notes

• Nine nautical miles away, the light is visible.
• The lamp is located 110 feet (34 meters) above sea level.
• The building itself is 7.4 meters (24 feet) high and has a single story, a deck, and a lamp on its roof.

Friendship 500, a floating McDonald’s restaurant, also known as the McBarge, anchored in Burrard Inlet near Vancouver, BC.

The Friendship 500, officially known as the McBarge, is a former McDonald’s restaurant built on a 187-foot-long (57 m) barge for Expo ’86 in Vancouver, British Columbia. It was the second floating McDonald’s location in the world (the first being in St. Louis, Missouri), and was intended to showcase future technology and architecture. It was moored on Expo grounds in Vancouver’s False Creek. Although the barge’s floating design allowed it to operate in a new location after the exhibition, the derelict McBarge was anchored empty in Burrard Inlet from 1991, amid industrial barges and an oil refinery,until it was moved to Maple Ridge, British Columbia, in December 2015. Apart from a brief appearance in 1986 by its original owner, McDonald’s, the McBarge has never been actively used for anything and has been passed from owner to owner for the past 34 years.

The floating restaurant was designed by Robert Allan Ltd. for Expo 1986, and it was one of five McDonald’s locations on the Expo grounds that cost a total of $12 million to build. McDonald’s intended to keep using it as a restaurant after Expo ’86, but the barge remained empty at the Expo grounds until 1991, when the new owner of the grounds forced McDonald’s to remove it. It is now anchored in Burrard Inlet, north of Burnaby, British Columbia.

In 2003, Marvel Entertainment and New Line Cinema rented the barge as the Nightstalkers’ lair for the 2004 film Blade: Trinity.

The current owner of the McBarge, Gastown developer Howard Meakin, submitted a proposal to Mission city council in June 2009 for a waterfront development on the Fraser River, with the former McBarge as the centrepiece. The “Sturgeon’s on the Fraser” development would include several restaurants and a marina complex, as well as paddlewheeler excursions and float plane service to Victoria and Nanaimo. As of August 2010, the proposal had local support but was still awaiting council approval. The development was ultimately rejected due to concerns about float plane noise and other environmental issues.

Other ideas that have been floated without the involvement of the owner include using the barge as a homeless shelter to alleviate overcrowding in Vancouver’s current temporary shelters.

Meakin announced in December 2015 that the barge would be leaving Burrard Inlet after nearly 30 years. On December 22, it was relocated to Maple Ridge, British Columbia. The barge was to undergo a $4.5 million refit there before being relocated to an unspecified location.

The barge’s owners, along with diving pioneer Phil Nuytten, announced plans to convert it into the Deep Ocean Discovery Centre in 2017. An event to launch a crowdfunding campaign was scheduled for October 21, 2017, but it was cancelled due to weather concerns. A petition to Vancouver City Council seeking Historic Place Status for the barge received only 185 signatures. There has been no mention of a rescheduled event, and its Facebook and Twitter pages have not been updated since 2017.

It was reported in 2020 that there were plans to convert the barge into a seafood restaurant, though no location had been determined. Later in 2021, it was revealed that an unnamed location had been chosen but was awaiting government approval.

YouTube Video