Wood off Shipwrecks

Reprinted with permission from Dr Lee Spence

WOOD OFF SHIPWRECKS: People are always asking me whether wood survives on shipwrecks. The answer that I always give them is "it depends" (meaning there is no easy answer). Preservation of wood depends on a wide variety of factors. They range from whether the wood is buried or exposed on the wreck, to what type of woods are involved, and even whether the wood was treated or painted before it was lost.

These two pieces of wood came off the wreck of the Civil War blockade runner Georgiana, and I brought them to surface over 40 years ago. I photographed them (earlier today) to help shown the wide range of natural preservation in wooden artifacts recovered from wrecks (and in this particular case from the same wreck).

The piece on the left is one of the handles from the captain’s wheel or helm of the steamer Georgiana. If you look carefully, you will note that one end of the handle is charred (burnt), while the rest is almost perfect. This matches with contemporary accounts, which say that after the Georgiana was wrecked she was set afire while her decks were awash. This part of the ship's wheel was obviously protected from the fire by the water.

The piece on the right is part of a crate found in the forward cargo hold of the Georgiana. It was of a softer wood and has suffered more damage.

Both pieces had been covered by mud & sand, and were thus protected from damage by sea worms (teredo navalis), which quickly destroy most exposed wood on shipwrecks.

Photo © Copyright 2014 by Dr. E. Lee Spence

You can read more about the Georgiana at http://shipwrecks.com/discovery-of-the-georgiana/

Kathy Dowsett

www.kirkscubagear.com

Wanted :: Adventurers and Explorers for Shipwreck School

Shipwreck School Graduates its First Class

World renowned side scan sonar expert, Garry Kozak recently completed the first “Side Scan Sonar Operators Course” this past May for Shipwreck School. The Five participants received 3 days of comprehensive training on the school’s new EdgeTech model 4125 Dual Frequency Side Scan Sonar System. The course consisted of 8 hours of classroom and 8 hours of hands on sea time over a 3 day weekend. Shipwreck Schools offers professional training courses anywhere in the world on various side scan sonar systems, marine magnetometers, ROV’s and more?

Have you ever watched the Jacque Cousteau TV Specials or any number of shipwreck TV documentaries about searching for shipwrecks on the Discovery or the History Channel? Have you ever thought about what it would be like to be a part of one and actually get to experience one of the last greatest adventures on earth?

Welcome to Shipwreck School!

The idea for this venture was born out of a desire to offer an opportunity where one could learn about shipwrecks, including exploration methodology, hands-on training, historical significance, current political climate surrounding shipwreck exploration, and the list goes on. Furthermore, the vision for the school has always been to be a place open and of interest to both scuba divers and non-divers alike. Finally, the ultimate goal of the school is to promote and foster private exploration of shipwrecks. To date, it seems there is no other institution in the world specializing in shipwreck education.

Shipwreck School has been designed to offer information and instruction to people anywhere in the world. It offers a unique opportunity in the form of a diverse selection of courses and seminars designed to train, educate and inform. Given that the topic of shipwreck exploration is so broad and diverse and can be both complicated and controversial, Shipwreck School offers a balanced and well-rounded approach. It achieves this by offering training from a variety of perspectives, including that of marine archaeologists, seasoned explorers, and exploration technology gurus. What’s more, instructors at “Shipwreck School” are well-equipped to provide training based on experience versus opinion or policy. In fact, each one is a respected professional in their respective fields and has a minimum of a thousand hours or more of actual “field experience”.

Shipwreck School is pioneering new and unique, yet convenient and ultra flexible Seminars and Courses ranging from a basic entry level “Shipwreck Hunting” seminar to a 3 day hands on “Side Scan Sonar Operator” course.


Terry Dwyer

An adventurer, entrepreneur, wreck diver and explorer who has been studying shipwrecks for the past 35 years. He published his first book; Wreck Hunter – The Quest for Lost Shipwrecks in 2005. That book went to a second printing in 2008 and he is currently working on volume two, Wreck Hunter 2– The Adventure Continues, which is due out this Fall. Terry has authored and published numerous articles on scuba tourism, shipwrecks, shipwreck diving and exploration in Nova Scotia and Newfoundland and is considered to be one of the foremost authorities on shipwrecks in Eastern Canada. His fascinating presentations include information about scuba diving, scuba tourism, shipwreck hunting, and shipwreck projects that he has worked on in Nova Scotia and in Newfoundland over the past 35 years. Terry is the primary host and coordinator for Shipwreck School and will organize, schedule and coordinate the courses, seminars and expeditions. To learn more about Terry, please visit his website: www.wreckhunter.ca

Kathy Dowsett
www.kirkscubagear.com

A wrong corrected::The real discoverer of the shipwreck Hunley

Reprinted with permission from Dr Lee Spence.

Shipwreck Treasure Expert: Underwater Archaeologist, Dr. E. Lee Spence

The purple area on this map is the general area where Clive Cussler claimed to have discovered the Hunley. It was a bald faced lie, the wreck wasn't even within one mile of that area. Both the State's GPS coordinates and my location (as shown by the "X" on my map furnished to government officials and published in my book well prior to Cussler's alleged discovery) for the wreck are beneath the small red dot shown within the yellow outlined Hunley Protection Zone that was maintained by the Coast Guard during the raising of the Hunley.

A WRONG UNCORRECTED: The 150th anniversary of the Hunley's sinking will be this Monday. It is a significant mile post and I am glad the Hunley and her men will be properly remembered, but, a recent CNN story shows, an important part of the Hunley's story will not be accurately told. Much of the media will be crediting the wrong person (i.e. Clive Cussler) with the wreck's discovery in 1995, even though I found found the wreck a quarter of a century earlier.

Since the Hunley has been described by government officials as the most important underwater archaeological discovery of the 20th century, who found it should and does matter. To me, crediting Cussler is like crediting someone with winning a gold medal in the Olympics when they actually came in last.

I found the wreck in 1970. To protect the wreck from looters, I initially kept the discovery secret (except to the government) while I attempted to get permission to raise it. In 1975 word finally got out about my discovery, and I thereafter gave numerous interviews to the news media. I also wrote about it in various magazine articles and in two books (the first published in 1976 and the second in 1995). I gave its location in both. The second book actually included a map with the wreck's location correctly shown by an "X."

My discovery was later attested to in sworn statements by others (who had no obligation to me but had direct knowledge of the discovery) and, in 1976 the wreck was nominated (by the National Parks Service on the basis of my prior written reports to them) for placement on the National Register of Historic Places. Under the law and government regulations, no shipwreck can be placed on the register unless its location is actually known. The nomination went through the normal review and accrediting process and the wreck of the Hunley was placed on the National Register of Historic Places in 1978. At that point my discovery had been tacitly recognized by the federal government.

In 1980 I filed an Admiralty claim against the wreck and posted notice for any parties claiming a legal interest in the wreck to come forward. I was claiming legal ownership of the wreck as the finder of lost and abandoned property. No private individuals responded to claim ownership or prior discovery or any other rights to the wreck. Although both the State and Federal governments were served with notice, neither contested my ownership claim, which was based on my physical discovery of the wreck and the theory that the wreck had been lost and abandoned by its previous owners. In fact, the Federal government took the position that the wreck was not within the court's jurisdiction since the wreck was over three nautical miles from the nearest shore.

The legal position taken by the government was good news to me because the court would have had automatic jurisdiction if the wreck had been owned by the United States government. So, their position effectively endorsed my claim of ownership to the wreck.

Because there were no intervening claimants and because the government was claiming the wreck was outside of the court's jurisdiction, my attorneys advised that we should seek dismissal of the suit as we already effectively won, we had publicized my claim as required by law and neither the government nor private parties had contested my claim of ownership.

For practical reasons, under Admiralty law, the time to contest such claims is very limited. That time had already passed. We therefore took the position that the government's failure to make an adverse claim of ownership was de Facto recognition of my ownership and we had the suit dismissed.

Believing the wreck should be properly raised and conserved, I offered to donate my rights to it to the State, and in 1995, the South Carolina Attorney General's office advised the South Carolina Hunley Commission that my 1970 discovery and my 1980 court action had indeed given me ownership of the wreck, and prepared documents for me to sign assigning my rights to the wreck over to the State. On September 14, 1995, I donated my rights to the wreck with South Carolina Attorney General Charles M. Condon signing for the State. The wreck was then being valued at over $20,000,000 so that was quite a donation.

Only after I donated my ownership rights to the wreck to the State did Clive Cussler, who had previously made public claims that a group funded by him had discovered the Hunley in 18 feet of water over a mile inshore of my location, turn over the GPS coordinates to "his discovery." When a reporter with the News & Courier (now called the Post & Courier) learned from the State archaeologist that the wreck was in 27 feet of water (the depth I had reported), Cussler blandly admitted to a reporter that he had "lied" about the wreck's depth and location "obviously to mislead" (his words, not mine). It would later be determined that his coordinates and my location (as represented by the "X" on my published map) were effectively the same position. The two locations were actually within the length of the salvage barge later used to raise the wreck, and the distance between them was well within the margin of error allowed for the official representation of shipwreck locations on NOAA navigational charts. Despite this, the reporter, who had gotten Cussler to admit that he had lied, later published a book crediting Cussler with the discovery. I am sure the flattering quote by Cussler about the book helped with sales.

Furthermore, although Cussler had publicly claimed credit for the discovery, the expedition that did the work was neither initiated nor directed by him. The expedition was initiated and directed by underwater archaeologist Dr. Mark Newell at the South Carolina Institute of Archaeology & Anthropology (SCIAA). Cussler and his organization were brought in by Newell solely for funding and support purposes. Dr. Newell later gave sworn statements that he used my maps to plan and direct that expedition and he further credited me with finding it in 1970. He took the position that what SCIAA's 1995 Hunley Expedition did was to verify that what I had previously found was actually the Hunley. The real accomplishment of the 1995 expedition was to take the first pictures of the wreck. Taking pictures of the wreck was something that I was unable to do because in 1970 we had no equipment to take such images (due to the limited visibility), and that shortly after the discovery, the Hunley, which had only been partially uncovered by a storm, was completely reburied. It hadn't moved and we had no trouble relocating it, with magnetometers, but it was impossible to take pictures without uncovering it, and that even Dr. Newell agreed we were correct in not doing that.

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Kathy Dowsett
www.kirkscubagear.com

Salvage of Shipwreck Gold May Resume in 2014

Scuba Scoop enjoys Dr Lee Spence's writing on shipwrecks, and is pleased to re-print a portion of this.

Gold of the Central America

The sinking side-wheel steamer Central America of South Carolina in a hurricane in 1857 was one of the worst shipping disasters of the Gold Rush era. Hundreds of people were lost, many of them dying with the treasure they had dug out of the California gold fields. Her cargo also included major gold shipments for various banks, making her one of the richest shipwrecks ever discovered.

Even though tons of gold bullion in bars, nuggets, dust and rare gold coins, possibly worth over a billion dollars, are still thought to be on the wreck of the Central America, the last time anyone was on it was over 20 years ago. That salvage was done by the Columbus America Discovery Group, headed by Tommy Thompson, at a cost of 22 million dollars. The salvaged gold was conservatively valued at over $40,000,000 while other reports placed the value at many times that amount. Now a report filed with Franklin County Common Pleas Court indicates the salvage could resume next summer.

READ MORE::


Thanks to Dr Lee Spence

Kathy Dowsett

www.kirkscubagear.com

Exploring the Civil War’s underwater history

His father’s passion for archaeology and history spurred Lee Spence’s interest in shipwrecks.

“When I was a child my father was in military intelligence. We travelled all over the world and he would point out historic sites. He bought me books. The first one I remember was Robinson Crusoe. I was probably nine years old and that got me hooked, as if I wasn’t hooked enough already

His father had already taught him to put his face in the water, cup his hands above his eyes and blow a bubble into them, so he could see what was on the bottom. Eventually he got a real mask and started finding small treasures. At age 12 he built his first self-contained dive gear. “It almost drowned me. It’s not something I would recommend,” he says of his experiment in build-your-own scuba equipment.

Spence found his first shipwreck before he saw a real set of scuba gear and had been discovering wrecks for four years before he became a certified diver in 1963.

While Spence’s explorations also included ancient ruins, subterranean caves, castles and palaces, it was shipwrecks – particularly Civil War ships sunk off the South Carolina coast – that really intrigued him.

He is probably best known for his discovery in 1970 of the H.L. Hunley, which during the Civil War became the first submarine in history to sink a battleship. “It could go under another vessel and stay down for over an hour.”

But among the scores of named ships and hundreds of unidentified wrecks he has discovered, his favourite is the SS Georgiana, a Civil War blockade runner that was sunk off the Atlantic coast of South Carolina. He started researching it in France because he knew his family would be moving back to Charleston, South Carolina.

“It was the one I got really fascinated with and it taught me more about research than anything else . . . all the things necessary to track information.”

This included researching documents in government libraries, and touching base with sources such as Lloyds of London, various museums, government officials in England and the U.S. and even with the police department in Liverpool because detectives there had investigated the SS Georgiana to determine if it was a war vessel or not.

Newspapers described her as a privateer and reported that the SS Georgiana was faster and stronger than any of the other Confederate cruisers. Still, the ship was sunk on its maiden voyage on March 19, 1863. It was carrying a cargo valued at one million dollars, a fortune by the standards of 150 years ago. The cargo included munitions, medicines and merchandise. The supplies were paid for with cotton and gold from the South.

Federal ships were anchored off the Confederate coast to blockade the ports and intercept and capture vessels bringing supplies to the Confederate states from England and Europe. Spence says the crew of the USS America spotted the SS Georgiana and sent up flares to alert the rest of the fleet. They converged on her a mile off shore near Charleston.

“They came alongside her and, despite her having an iron hull, the rounds were passing through one side of her and out the other. At one point the enemy ships were so close the Georgiana’s crew could hear the orders to fire,” says Spence. “She almost got away but an exploding cannon ball that went off under her stern damaged her propeller.”

No one died on the SS Georgiana because the captain ran her aground close to shore.

The SS Georgiana was officially owned by Charleston entrepreneur George Trenholm, who was fiercely loyal to the South and had decided to dabble in privateering. Privateers were privately owned vessels sanctioned by their government to enforce their laws and capture enemy commerce. Spence says before the Civil War the U.S. was one of the few major countries that did not outlaw privateering. “It had used privateers to successfully fight the British in two wars and had used them against the French and even against the Algerian pirates.”

In investigating the history of the ship, Spence came to believe that Trenholm’s life was the basis of Rhett Butler’s character in Margaret Mitchell’s famed novel, Gone with the Wind. That was later confirmed by several of Mitchell’s relatives. The Charleston shipping magnate had made a fortune by running blockades, and many of the unique events described in her book came directly out of Trenholm’s life.

Despite his extensive work underwater exploring shipwrecks, E. Lee Spence has quite a portfolio of work on dry land. He has a doctorate in marine history and has written about 30 books, one of which is Shipwrecks, Pirates and Privateers: Sunken Treasures of the Upper South Carolina Coast, 1521-1865. His website is http://shipwrecks.com.

Kathy Dowsett
www.kirkscubagear.com

Update July 1, 2013

E. Lee Spence has just been credited with the discovery of the SS United States, which was built during the American Civil War. Spence, along with Brandon Fulwider and Mike Stearns, were the first to dive to the 19th-century steamer found in 16 feet of water off the South Carolina coast. The ship disappeared in 1881 and is part of a cluster of vessels that were lost on Cape Romain’s outer shoal.

Diving Canada’s East Coast for virgin shipwrecks

For Terry Dwyer, diving is all about shipwrecks – but not just any wreck. Exploring the same wrecks that dozens of others have viewed is not for him. He’s looking for “virgin” wrecks that no one else has seen.

“I think divers need a purpose to keep them diving,” he says. “I prefer exploring. It’s more fun, it’s an adventure and it’s motivating. I got into scuba solely to dive for wrecks. For me, it’s always been about wrecks and always about a purpose. I’m not a fan of run-of-the-mill commercial charters for known wrecks.”

Dwyer, of Halifax, remembers watching Jacques Cousteau on television when he was 14. He had Cousteau’s encyclopedia and watched his movies. At 16, he learned to scuba dive and discovered his first wreck.

He is a big advocate of diving off the coasts of Nova Scotia, where he says there are more than 10,000 shipwrecks. There are several reasons for this, both geographic and historical. When you combine a hazardous coastline with arriving ships from Europe whose crews were not only unfamiliar with its waters but also did not have the luxury or benefit of today’s technology, you have a recipe for frequent disasters.

When ships approached Nova Scotia’s rugged coastline and experienced the unpredictable winds, fog and snow, “they quite often paid a price with their ships. Nova Scotia has some of the most unpredictable weather in the North Atlantic.”

Dwyer’s all-time favourite dive site for virgin wrecks is St. Paul Island, off the northeast tip of Cape Breton in the Gulf of St. Lawrence. “There are over 350 ships wrecked on that one rock and there’s 100-foot visibility in all directions. It’s unexplored, very remote and very hostile.”

His second favourite area is the eastern shoreline of Nova Scotia, where he is currently exploring the hundreds of lost shipwrecks.

His initial book, Wreck Hunter – The Quest for Lost Shipwrecks, published in 2004, went to a second printing in 2008. It will be followed up by a new book called Wreck Hunter – Shipwreck Hunting 101, which is due out this year.

Terry has also worked in the movie industry, providing diving support services and safety divers in situations where actors are in or near the water. The films he has worked on include James Cameron’s Titanic, as well as K-19: The Widowmaker, the story of the former Soviet Union’s first nuclear ballistic submarine that had a malfunction in its nuclear reactor on its maiden North Atlantic trip.

His next big project is a “shipwreck-hunting school” in Nova Scotia, which will teach divers how to search for virgin wrecks, including the use of today’s high-tech equipment. This includes side-scan sonar, which maps the ocean floor, and a marine magnetometer, a device that measures the earth’s magnetic field. It detects metal man-made objects.

Operating out of an area that is remote and virtually unexplored, the courses will offer divers first-hand experience in locating shipwrecks. There will also be other courses offered to train divers on the use of other specialized equipment, including underwater camera systems, underwater metal detectors and Remote Operated Vehicles. In all there will be nine different training modules to choose from that will soon be posted on his website, www.wreckhunter.ca

Dwyer says training of this nature is offered nowhere else in the world. “Right now, the biggest interest is from the UK and the United States.” He has already booked his first group of shipwreck enthusiasts from the USA.

The groups will range in size from four to 10 divers, who will be “serious shipwreck people.” Dwyer says any Advanced Open-Water recreational divers can participate. “It provides a once in a lifetime opportunity.”

People can sign up for private, semi-private and group training. Costs vary greatly from about $1,000 for a person who is part of a group up to $5,000 for private or semi-private instruction or a full one-week expedition experience. The courses and expeditions involve 40 hours in a classroom and 16 to 24 hours or 40 hours on a dive boat prowling the mysterious and rugged coastline of Nova Scotia.

Dwyer says his instructors work on a part-time basis for him and range from divers who work full-time in the scuba industry, to current military instructors and people who are professional geophysical equipment operators.

Kathy Dowsett
www.kirkscubagear.com

Shipwrecks of April 1

1814: Picture SS AZTEC.

"The following is used with permission from Dr. E. Lee Spence's daily blog Today's Shipwrecks™ (copyright 2013 by Dr. E. Lee Spence) on www.shipwrecks.com."

The United States Revenue Service schooner Gallatin, Captain John H. Silliman, was sunk a few yards off the end of Blake’s Wharf at Charleston, South Carolina, on April 1, 1813, by a violent explosion in her powder magazine. Her stern and quarterdeck were blown entirely away and she sank in just a few minutes. The cause of the explosion was not known and First Lieutenant Philips, who had left the vessel just prior to the explosion, reported that the magazine had been locked. There were 35 men aboard her at the time of the explosion. Gunner’s mate Thomas Feld; George Segur; and another man were reported missing and presumed dead. Gunner William Pritchard; John McCoan; Benjamin Chart; George Craft; and a boy named William Hunter were severely wounded, and several others were slightly wounded. As late as February, 1814, the vessel still had not been raised despite announcements that efforts to raise her were to have begun the day after the explosion. (Note One: She had been originally purchased at Norfolk, Virginia, in December, 1807, by Captain Hugh McNeill as a Treasury Department Revenue Cutter for the Charleston station for $9,432.93. She was named for Albert Gallatin who had been Secretary of the Treasury under Thomas Jefferson. During her career she was active in suppressing smuggling and frequently assisted merchant vessels, which were in distress. Acting under Navy orders during the War of 1812, the Gallatin intercepted a British privateer on August 6, 1812, and took her after a fierce battle that lasted 8 hours.) (Note Two: The “Charleston Courier” of February 26, 1814, reported that a diving bell had been constructed at Charleston, South Carolina, for the purpose of raising the guns, etc., from the wreck of the United States Revenue Service schooner Gallatin. All previous attempts to raise the wreck intact had failed.)

1816: A small sailboat plying between Sullivan’s Island, South Carolina, and Charleston, with a crew of two, was upset in a squall on April 1, 1816, near Castle Pinckney in Charleston Harbor, South Carolina, and one man was drowned.

1818: The vessel Keddington, Captain Bacon, from Jamaica to London, was lost on April 1, 1818, “on Atwood’s Key,” Bahamas. Her crew and part of the cargo were saved.

1835: The sidewheel steamer Augusta caught fire at her wharf at Augusta, Georgia, on April 1, 1835. Four lives were lost and the vessel and her machinery were destroyed. The passengers escaped with their luggage. [Note: The Augusta had a wood hull and was built in 1833 at Savannah, Georgia, which was also her first home port. She was 151 (or 157 tons). The Augusta was owned by the Steam Boat Company.]

1844: The British brig Helen, of Swansea, Captain Simpson, 49 days from Newport, Wales, went ashore on the Hunting Islands, South Carolina, on April 1, 1844. The Helen was also reported as “ashore on the breakers at South Edisto,” South Carolina. She carried a cargo of railroad iron, consigned to J. Gadsden & Nephew, of Charleston, South Carolina. The crew was saved.

1846: The schooner Commerce, Captain Burnham, bound from St. Johns, Florida, for Nassau with a cargo of lumber, was “wrecked at Harbor Island” (Harbour Island, Bahamas) on April 1, 1846.

1859: The steamboat Augusta was destroyed by fire on April 1, 1859, while she was tied up at Grey’s Point, below Silver Bluff on the Savannah River, forty miles below Augusta, Georgia. Mr. Henry Day (the first engineer who was a citizen of Savannah) and “three negro men” were drowned. The Augusta was burned to the water’s edge and, along with her cargo, was a total loss. (Note: She carried 778 bales of cotton and 538 barrels of flour, which was insured in New York, Boston, and Savannah. The boat originally cost $15,000 and was not insured. If based on the price of gold, her cost in today’s dollars, would have been well over $1,000,000.)

1860: The small steamboats Cherokee and Calhoun were burnt at Rome, Georgia, on April 1, 1860. (Note One: The Cherokee was owned by the Alabama Planters Steamboat Company and the loss was put at $14,000. $4,000 was covered by insurance. The Cherokee had cost $17,000 and had run about fourteen months.) (Note Two: The Calhoun was owned by the Oostanaula Steamboat Company. She was a new vessel, having run only three or four weeks on the Oostanaula River. She had cost $6,000 and was not insured.) (Note Three: These losses don’t sound like much until viewed in today’s dollars, which would have been over $3,000,000.)

1917: The first armed American merchant ship sunk by a German submarine in World War I was the SS Aztec. The Aztec, 3,727 tons, bound from New York for France, was shelled and torpedoed on April 1, 1917. She sank very near the Ile D’Ouessant (Isle d’Ushant). She carried foodstuffs; general supplies; tinplate; 448,195 pounds of refined copper ingots; 42 barrels of lead acetate weighing a total of 23,385 pounds; 1949 barrels of zinc oxide weighing a total of 265,325 pounds, and 52 boxes of metallic cadmium weighing a total of 7,500 pounds. Today the copper would be worth over $1,500,000; and the cadmium another $90,000. The zinc and lead would also have considerable value. But don’t get too excited, the copper was partially salvaged by an Italian firm in 1956.

1942: The British freighter Eastmoor, 5,812 tons, bound from Savannah to England via Halifax, was sunk by the German submarine U-71 off the Virginia coast in latitude 37°33′ North, longitude 68°18′ West. She carried 273 tons of zinc, 317 tons of steel ingots, 1,063 tons of pig iron, 1,052 tons of zinc bars, 91 tons of magnesium metal ingots, and 444 tons of cannon powder. At $0.90 per pound, the zinc is worth about $2,385,000. Depending on its purity, magnesium sells for about $2.45 making it worth about $445,900. Based solely on the time period, she may have also carried some silver.

Thanks to Dr E Lee Spence

Kathy Dowsett
www.kirkscubagear.com

Invasive mussels threaten Shipwreck Alley

Known as Shipwreck Alley, Thunder Bay in northwest Lake Huron presents a forbidding scene for boaters and captains but a wonder for divers and marine archaeologists. Its chilly bottom is dotted with dozens of wrecks, from 19th-century schooners to passenger-carrying steamboats to steel-moving freighters that have fallen prey to the bay's unpredictable weather and dangerous shoals.

More than 50 of these historic hulks are protected by the Thunder Bay National Marine Sanctuary, which was created in 2000 and covers 448 square miles (1,160 square kilometers) off the northeast coast of Michigan's Lower Peninsula. Though most are in relatively good shape, thanks to the wreck-friendly freshwater environment of Lake Huron, a new report released by the National Oceanographic and Atmospheric Administration (NOAA) finds the sunken ships might be threatened by a tiny menace: invasive mussels.

A few decades ago, zebra and quagga mussels were introduced to the Great Lakes, likely by ocean-going vessels from Europe dumping ballast water. Researchers believe the mollusks' quick domination of lake-bottoms in the region has contributed to the recent decline of some native species, such as the commercially valuable whitefish. (It's thought that the mussels, through competition, have depleted populations of the shrimplike Diporeia, which is an important part of the whitefish's diet.)

The mussels also stubbornly attach to hard surfaces such as boat hulls, engines, docks, buoys, pipelines and shipwrecks. Layers of mussels several inches thick could make it difficult for marine archaeologists to get accurate measurements and study a shipwreck, but brushing off the little creatures could tear off delicate sections of sunken wood, according to NOAA. Additionally, pieces of wrecks could break off on their own, under the weight of heavy mussel build-ups.

"The weight of mussels has been known to sink submerged buoys, and similar forces are surely at play on shipwreck sites," the report says.

It's not just the wooden pieces that are at risk. Previous research has found that mussel colonies on steel surfaces can introduce a complex community of bacteria that lowers pH levels (the lower the pH the more acidic a solution is) and speeds up the corrosion of iron fasteners and fittings on shipwrecks. [ See Photos of Shipwreck Alley's Sunken Treasures ]

"Since many of the wooden ships in the Thunder Bay sanctuary are primarily iron and steel fastened, the structural integrity of these resources could potentially be compromised," the report says.

To be sure, the report authors note that so far, the mussels do not yet appear to have seriously reduced the historical, archaeological or educational value of the wrecks, but the layers of invasive mussels obscure information about the sites and make scientific study more difficult. The mussels also may be causing long-lasting damage, but since shipwrecks by nature are in a state of deterioration, it's tough determine how much of that wear can be attributed to mussels.

NOAA is currently weighing an expansion of the sanctuary, which would make it stretch over 4,300 square miles (11,136 square km) and cover 92 known historic shipwrecks, with possibly 100 additional sites that have yet to be properly documented. The purpose of the sanctuary is to foster public awareness about the region's maritime heritage and help protect the sites from artifact looting and other negative human impacts through law enforcement and scientific research. Part of this research includes a mussel monitoring initiative in Thunder Bay, which was launched last year by researchers from NOAA's Great Lakes Environmental Lab.

Thanks to Live Science and Megan Gannon


Kathy Dowsett
www.kirkscubagear.com

Canada’s oldest shipwreck to be resurrected in replica of 16th-century Basque galleon

It’s the oldest shipwreck ever found in Canada and one of the most important in the world: a 16th-century Basque whaling galleon that lies at the bottom of Labrador’s Red Bay, a sunken relic from the Age of Discovery that symbolizes the early spread of European civilization — and commerce — to the New World.

Now, the 450-year-old San Juan, a jumble of thick beams and broken barrels lying in shallow waters off the site of a 1560s-era whaling station in the Strait of Belle Isle, is to be resurrected by a team of Spanish maritime heritage experts planning to construct a full-scale, seaworthy replica of the original 16-metre, three-masted vessel.

Parks Canada underwater archeologists, who discovered the 250-tonne San Juan in 1978 after following documented clues about a lost galleon traced by federal archivist Selma Barkham, will meet this week with Spanish officials to begin sharing decades of amassed research on the ship’s design and construction, Postmedia News has learned.

Then, to mark the Basque city of San Sebastian’s year as Europe’s “cultural capital” in 2016, Spain expects to christen its floating tribute to the whaling crews that — for several decades during the 16th century — transported millions of barrels of whale oil to Europe from the future Canada, a treasure every bit as valuable at the time as the gold taken by Spanish conquistadors from more southerly parts of the Americas.

“Right from the start, we thought this was a really, really great idea,” said Marc-André Bernier, Parks Canada’s chief of underwater archeology. “For archeologists, this is basically the ultimate final product. You’re taking all of the research from a site that’s been excavated, then you take it to the maximum in experimental archeology,” physically recreating “what is lost.”

For Robert Grenier, Bernier’s predecessor as Canada’s top marine archeologist and the leader of the Red Bay discoveries more than three decades ago, the planned construction of a San Juan replica is “like a dream.”

The 75-year-old Grenier, whose work at Red Bay was featured in a National Geographic cover story in 1985, is now retired but has agreed to serve as a consultant to Spanish shipbuilders on the San Juan project.

He previously collaborated with Basque heritage experts on the recreation of a chalupa — a smaller boat used by whaling crews to pursue and harpoon bowhead and right whales — that was also found at the Red Bay site.

“To the Basques, this is the Holy Grail,” he said of the planned San Juan replica on Monday, while visiting a display on Basque whaling operations at the Canadian Museum of Civilization in Gatineau, Que.

The Canada Hall exhibit features a 20-to-one scale model of a Basque whaling galleon, as well as a full-scale reproduction of the stern of the ship.

“They are so thankful to us — Canada and Parks Canada — to have restored to them the glory of their golden age,” said Grenier.

The replica galleon to be built in the coming years is expected to travel between European cities during 2016 to mark the San Sebastian celebrations, then set sail for Labrador and other East Coast destinations in 2017 — in time for the 150th anniversary of Confederation — to help spread awareness of the deep historical connection between Canada and Spain.

“It’s their heritage,” Bernier said of the Basques, who live in the coastal region straddling the border of northeast Spain and southwest France. “But it’s also a shared heritage.”

Significantly, Bernier noted, the Red Bay wreck dates from an era before European shipbuilding had developed to the point of creating blueprints prior to construction.

“There were no ships’ plans — they were built with traditional knowledge,” he said. “Everything was in the shipbuilders’ minds. That’s why the data from the archeology is so critical.”

In the decades following the New World discoveries of Christopher Columbus and John Cabot, the expert shipbuilders, sailors, fishermen and whalers from the Basque country began making transatlantic voyages to exploit coastal Canada’s cod and whale populations.

Lamp oil from whales killed in the Strait of Belle Isle became the key commodity for Basque entrepreneurs, who developed shoreline “factories” to render hundreds of thousands of barrels of oil and organized regular shipping schedules between Canada and Europe to deliver the product.

The sinking of the San Juan, which was loaded with thousands of barrels of rendered whale blubber when it foundered close to the Red Bay shore in 1565, was essentially Canada’s first oil-tanker disaster. Much of the cargo was, however, recovered before the vessel was crushed by winter ice.

Although the presence of Basque whalers in 16th-century Canada was long known to historians, it wasn’t until Barkham presented fresh evidence at an Ottawa archeological conference in 1977 that plans were made to search for physical traces of the whalers’ activities in present-day Labrador.

Along with the wreck of the San Juan, Parks Canada archeologists eventually found traces of three other galleon-class cargo ships, as well as the well-preserved chalupa rowboat.

Land-based excavations led by Newfoundland archeologist James Tuck also yielded burial sites, clothing, tools and countless other relics that recalled a time when hundreds of Basque workers might spend a whaling season in 16th-century Canada.

Today, Red Bay is a national historic site and Parks Canada tourist centre. An image of the San Juan is used by the United Nations as its logo to promote the preservation and celebration of the world’s underwater heritage, and a five-volume, 2008 compendium of Red Bay archeology written by Grenier and Bernier has been hailed internationally as a model for scholarly research on shipwrecks.

Red Bay is a leading contender to become Canada’s next UNESCO World Heritage Site.

Thanks to Canada.com

Kathy Dowsett
www.kirkscubagear.com

HMS Investigator (1848)

HMS Investigator was a merchant ship purchased in 1848 to search for Sir John Franklin's lost expedition. She made two voyages to the Arctic and had to be abandoned in 1853 after becoming trapped in the ice. Her wreckage was found in July 2010 on Banks Island, in the Beaufort Sea. She was the fourth ship of the Royal Navy to bear the name.

Built at Scotts of Greenock and running 422 tonnes, Investigator was purchased by the Admiralty in February 1848 and was fitted for Arctic exploration by R. & H. Green at Blackwall Yard.

She was strengthened for Arctic service by William M. Rice, Master Shipwright of Woolwich Dockyard. She was extensively strengthened with timber (teak, English oak, Canadian elm) and 5⁄16 inch (8 mm) steel plating. Ten pairs of iron diagonal riders were set in the hold, with ten pairs of diagonal plates on the sides of the vessel between decks. To cope with snow and ice loads, the upper decks were doubled with 3-inch (76 mm) fir planking. Preston's Patent Ventilating Illuminators were installed to improve light and ventilation. Sylvester's Warming Apparatus, a modern stove system capable of warming the entire ship, was also employed with good results. The same or similar device had been used by William Edward Parry in 1821 to prevent condensation and aerate the lowest deck.

Later in 1848, she accompanied Enterprise on James Clark Ross's expedition to find the missing Sir John Franklin. Also aboard Investigator on this expedition was the naturalist Edward Adams. She was commanded for the return voyage by Robert McClure, but became trapped in the ice, and was abandoned on 3 June 1853 in Mercy Bay, where she had been held for nearly three years. The following year, she was inspected by crews of the Resolute, still frozen in, and reported to be in fair condition despite having taken on some water during the summer thaw.

Unlike the loss of Erebus and Terror, the events surrounding Investigator's abandonment are not a mystery. McClure provided an official account of the journey, and the ship's surgeon Alexander Armstrong published an unofficial account in 1857. However, the location of the wreckage was not known for over 150 years because of difficulties reaching the area, which is inhospitable and often covered in ice.

Oral traditions of the Inuit tell stories of the ship. The abandoned ship was a source of copper and iron for the indigenous people in the area; metal nails were missing from smaller boats on the shore when they were discovered. One Inuit account from 1910 noted that "one year she had still been on the beach and the next year she was gone without a trace". When Canadian anthropologist Vilhjalmur Stefansson reached Mercy Bay in 1915 during his voyage to the Arctic, he failed to find her remains. After meeting the Inuit who made pilgrimages to the wreckage, he suggested a link between the Investigator's stranding and the absence of muskoxen on Banks Island. He speculated that the Inuit had killed off the animals during their journeys to and from the wreckage over the 40 years since abandonment. The muskoxen have since repopulated the island and now number nearly 50,000.

In July 2010, a team of Parks Canada scientists, archaeologists, and surveyors began searching for the sunken Investigator in Mercy Bay at the northern tip of Aulavik National Park. It was the first expedition to search for the ship. The team arrived on Banks Island in the Beaufort Sea on 22 July and began a sonar scan of the area three days later. The ship was detected in the scan 15 minutes later. In order to confirm the discovery, the team made more than a dozen sweeps of the area over the next hour. Its remains were discovered on the shores of the island with the deck of the ship about eight metres below the surface. According to Ifan Thomas, a superintendent with Parks Canada, the ship was found "sitting upright in silt; the three masts have been removed, probably by ice". The cold arctic water prevented the outer deck from deteriorating quickly. There are no plans to raise the ship's remains, although the team will send a remotely operated underwater vehicle to take photos of the underwater portion of the ship.

A team of six Parks Canada archaeologists, led by Marc-Andre Bernier, scheduled dives on the Investigator site for 15 days beginning on 10 July 2011 to gather detailed photographic documentation and mapping of the wreck. This will be the first human contact with the wreck, which lies partially buried in silt 150 meters off the north shore of Banks Island.

Thanks to Wikipedia


Kathy Dowsett

www.kirkscubagear.com

Return to Antikythera: Divers revisit wreck where ancient computer found

Thanks to:
Jo Marchant is the author of a book about the mechanism, Decoding the Heavens: Solving the Mystery of the World's First Computer

In 1900, Greek sponge divers stumbled across "a pile of dead, naked women" on the seabed near the tiny island of Antikythera. It turned out the figures were not corpses but bronze and marble statues, part of a cargo of stolen Greek treasure that was lost when the Roman ship carrying them sank two thousand years ago on the island's treacherous rocks.

It was the first marine wreck to be studied by archaeologists, and yielded the greatest haul of ancient treasure that had ever been found. Yet the salvage project – carried out in treacherous conditions with desperately crude equipment – was never completed. So this month, armed with the latest diving technology, scientists are going back.

Antikythera Mechanism

Between 1900 and 1901, the sponge divers retrieved a string of stunning antiquities, including weapons, jewellery, furniture and some exquisite statues. But their most famous find was a battered lump that sat unnoticed for months in the courtyard of Athens' National Archaeological Museum, before it cracked open to reveal a bundle of cogwheels, dials and inscriptions.

It has taken scientists over a hundred years to decode the inner workings of those corroded fragments, with x-ray and CT scans finally revealing a sophisticated clockwork machine used to calculate the workings of the heavens.

Dubbed the Antikythera mechanism, it had pointers that displayed the positions of the sun, moon and planets in the sky, as well as a star calendar, eclipse prediction dial and a timetable of athletics events including the Olympics.

It's a stunning piece of technology that revolutionises our understanding of the abilities of the ancient Greeks. Nothing close to its complexity is known to have been created for well over a thousand years afterwards, and the emergence of mechanical clocks in medieval Europe.

There are questions that remain unanswered, such as where it's from and who built it (Posidonius, a philosopher who lived on Rhodes during the first century BC, is one candidate, while the third century BC genius Archimedes may have invented this type of device). But one of the most intriguing mysteries relates to the wreck on which it was found. What's still down there?
The wreck lies in around 60 metres of cold, rocky, current-swirled water – not an easy place to visit. The sponge divers who salvaged its cargo worked in clunky metal diving suits with little understanding of the dangers of diving at such depth. By the time they abandoned their project, two of them had been paralysed by the bends, and one was dead. They left behind stories of abandoned treasures, including giant marble statues that rolled down the steep slope from the wreck and out of reach.

The undersea explorer Jacques Cousteau spent a couple of days at the wreck site in 1978 and brought up some precious smaller items, including some coins from the Asia Minor coast, which suggested that the ship sailed from there around 70-60 BC (probably carrying war booty from Greek colonies back to Rome). But even with their sleek scuba gear, Cousteau's divers could spend only brief minutes on the seabed without risking the bends.

No one has been back since. Now, after years of negotiations with the Greek authorities, Brendan Foley, a marine archaeologist based at Woods Hole Oceanographic Institution in Massachusetts, finally has permission to dive at Antikythera. He's working with Greek archaeologists including Theotokis Theodoulou of the Ephorate of Underwater Antiquities.

This week, the team begins a three-week survey using rebreather technology, which recycles unused oxygen from each breath and allows divers to stay deeper for longer. The aim is to survey the wreck site properly for the first time, to find out once and for all what has been left down there – and to check down the slope, to 70 metres depth or more, to see if those stories of runaway statues are true.
Any items found on the wreck site could provide further clues to the origin or ownership of the ship. And not all of the pieces of the Antikythera mechanism were ever found. It's a long shot, but those missing bits could still be on the seabed.

This isn't what gets Foley most excited about the project, however. His team will also dive around the entire island, a distance of about 17 nautical miles, using James Bond-style propellers to cover ground quickly. Foley hopes this could reveal a whole clutch of previously unknown wrecks.
The island of Antikythera sits in the middle of what has been a busy trade route since ancient times: a treacherous shard of rock notorious for downing ships in a storm. In Roman times, it was also an infamous centre for pirates. So it's a good bet that there are plenty of other wrecks here, from all periods of history.

On a two-day reconnaissance survey in June this year, Foley and his team discovered the wreck of a British warship called HMS Nautilus, lost in 1807, plus a range of ancient anchors, ceramics and a 19th-century naval gun.

This suggests the area hasn't been looted (which makes sense given the difficulty of diving here), so any new wrecks found could be pristine. "Everyone is very, very excited," Foley says of the upcoming mission. "This ought to be extraordinary."

He also points out that the Antikythera ship, with its valuable cargo, is unlikely to have been travelling alone. When it sank, others in its fleet may have gone down too. Could one of them have been carrying another Antikythera mechanism? For the past hundred years, this awe-inspiring device has stood alone, our only glimpse into a technology lost for millennia. That might – just might – now change.

Kathy Dowsett
www.kirkscubagear.com

Slave Ship Artifacts Uncovered

ON craggy rocks and in silent gullies at Lynyard Cay in the Abacos lay the fragments of an American-owned slave ship, the 129-ton, 88-foot schooner, the Peter Mowell.

Luckily, 390 of the 400 of its human cargo were able to clamber safely ashore – they were quite young: 96 men between 20 and 36 years old, 37 women between 20 and 30, and 256 children between six and 20. Thanks to the ever-changing winds of fate, though, they were not to be sold as slaves like the estimated 12-million Africans forced across the Atlantic over the course of the three-and-a-half century slave-trade era. Rather, rescued by Ridley Pinder and other wreckers from Cherokee Sound, they joined some of the last of the 37,000 African-born immigrants who had been rescued in the Bahamas, whose descendants most likely make their homes there today.

 

But what is left of the ship intrigued archaeologist Michael Pateman from the Antiquities, Monuments and Museum Corporation of the Bahamas, a Nassau-based, non-profit, quasi-government agency, and archaeologist Corey Malcom from the Key West, Florida-based Mel Fisher Maritime Heritage Society and more importantly – because the information gleaned will add to the Bahamas’ rich cultural history – what happened to its human cargo, crew and wreckers? Where are their descendants now and what stories do they have to tell?

 

So, on the 152nd anniversary of its wreck on July 25, 1860, and partnering with William Mathers, of the Florida-based marine archaeological organisation, Atlantic Sea Resources, they set out to see for themselves. Using co-ordinates recorded by the governor of the Bahamas at the time (Bayley) to the Duke of Newcastle, they returned to the site and were able to spot piles of ballast stones that were scattered along the shoreline as its hull was ripped apart on the reefs, along with encrusted copper nails and spikes that had become concretised together over a century and a half.

 

“Everything that we see from the wreck matches what we know from accounts of the Peter Mowell,” Malcom said. “Although the environment at Lynyard Cay is more harsh than we anticipated, and the preservation of the site is not as good as we had hoped, we feel confident that we have found the remains of the wreck of the Peter Mowell. This provides a tangible reality and a remarkable story from the slave trade era and provides a subsequent starting point to search for the descendants of these African refugees, crews and wreckers.”

 

“This research expedition is an early step of an ongoing project to develop an exhibit studying aspects of Bahamian slave history at the Pompey Museum in Nassau, through a grant from the Templeton Foundation,” Dr Pateman said. “The Peter Mowell entails far more than finding an actual wreck; It gives us the opportunity to learn the story about these liberated Africans, the people who rescued them, the slave traders and all of their descendants.”

 

“The history of the Bahamas is fascinating, and the Peter Mowell wreck is a particularly compelling story. It’s exciting to reawaken it and make it public knowledge,” Dr Malcom said.

 

“We want to present a story of Bahamian history that hasn’t been told before and needs to be told, so that we can learn more about the history of our islands and its rich heritage,” Dr Pateman said.

 

The successful location of the wreck of the slaver Peter Mowell promises to open a new chapter in the archaeology and history of the Bahamas and the transatlantic slave trade; it could allow modern Bahamians to trace their roots to the site and remains of a particular slave ship. Any Bahamian descendants of the Peter Mowell survivors or wreckers who have knowledge of this shipwreck are asked to contact Michael Pateman on 242-326-2566.

 

“What we have is the opportunity to link families descended from the survivors of this event – from the Africans, the wreckers and the slave-ship crew,” Dr Malcom said. “Our ultimate goal is to bring the members of these families together.”

 

Thanks to Tribune 242 

 

Kathy Dowsett

www.kirkscubagear.com

Basic Wreck Diving vs. Advanced Wreck Diving

Divers are often confused between basic and advanced wreck diving certifications and why there is a need for two courses. This is a good question considering a wreck is a wreck and diving is diving. All wrecks present the same risks. The single biggest difference is the diver and what they want to do during their dive on the wreck.

Basic Wreck Diving

Basic wreck dives would consist of swimming around the outside of the wreck, with the occasional peek in the wheelhouse or cargo hold. That does not mean there is not a lot to learn, even though the plan is to stay on the outside, or that there is not a lot to see. For divers wishing to survey the wreck or watch the marine life it attracts, this is the perfect spot. The outside of a wreck is also where we get those dramatic photographs of the bow stabbing towards the surface, hoping to sail again. For the diver wishing to view a piece of history, diving on the wreck can show you what some will only read about or see in pictures. This type of wreck diving has been enjoyed by many and for some divers this is as close as they want to get to a wreck.

The equipment needed for a basic wreck dive is pretty much the same equipment used for any dive. There are some pieces of additional equipment that may come in handy: a large slate for drawing the wreck and noting depths and features, a small reel, and a lift bag or surface marker buoy (SMB) just in case you lose track of the anchor line or get blown off the wreck.

Advanced Wreck Diving

Advanced wreck diving is really an extension of basic wreck diving. Advanced wreck diving starts on the exterior with a survey that familiarizes the diver with how the wreck is oriented: on its keel, on its side, separated into halves or with a twist. No two wrecks are the same and all suffer different damages due to how they sunk, how long their journey was to the bottom or the severity of the storms that have battered them over the years. There are even vertical wrecks and wrecks clinging to the side of walls. Learning how to effectively survey the wreck is an extremely important part of any wreck course. This visual image, is the only thing the diver will have to rely on, since his compass will not work. Even wooden wrecks tend to have massive hunks of metal or boilers, which send the compass into a spin. But here is the point where advanced wreck diving waves goodbye to basic wreck diving; it is where we go beyond “the light zone.”

The light zone is where ambient light enters an overhead area and artificial light is required in order to see. Once a diver enters an area in a wreck where a light is required, the rules of wreck diving change. A diver in this area must have the knowledge and skills they need to go into and come out of a wreck should the worse possible scenario, a complete silt out, occur. In order to do this, divers must know how to use a reel for navigation and how to properly tie off lines so they will not get cut during the dive. But this is also where the fun starts for wreck divers craving to study the more intimate details of the wreck or seeking that hidden artifact that no one else has seen.

Many wreck divers don’t feel they know all there is to know about a wreck until they have explored every room, seen the engines that pushed this once mighty vessel through thousands of nautical miles. There are also those who want to see the artifacts, some still lying in place as if the ship had never sunk. To some, the best part of the wreck dive started before they even entered the water, it was the hours of researching and planning that lead up to the dive. But before a wreck diver can see these sights they need to undergo serious dive training and have an experienced TDI Wreck Instructor explain the safety protocols. Remember that worst case scenario of silting out? For divers who spend their time on the outside of a wreck, this silt would only come from the fin thrust as it hits the bottom or deck of the boat. For divers entering the wreck, this silt comes from above and is called percolation silt, cased by the exhaled bubbles as they dislodge rust, insulation or other debris trapped on the ceiling.

Another big area of difference between basic and advanced wreck diving is the equipment needed. Advanced wreck divers should carry at a minimum two lights a primary and a back-up, two cutting devices, two reels, two lift bags and a redundant air supply. While this may sound like a lot of equipment, a TDI Advanced Wreck Instructor can teach divers where to stow this equipment and still keep very streamlined in the water.

Wrecks have a mysterious calling to many people. Wrecks that occurred due to war or sank because of a violent storm draw divers in, some say this is because it closes that chapter in our lives. Others would go there because they read about it in history books and they wanted to see it firsthand. Whatever the reason, or if you are going to view the wreck from the outside or inside, it is always best to take the course from an instructor who has been there and done it. Sometimes the best lesson learned from a course is not what is in the book or the skills you had to perform, it is merely what you learned by diving with and watching how an experienced instructor handled himself underwater.

Every wreck has a story, even the ones that were sunk intentionally. So do yourself a favor…find out what that story is! Safe diving!

Thanks :::: SDI TDI ERDI

Kathy Dowsett

www.kirkscubagear.com

What's the Total Value of the World's Sunken Treasure?

Three historic shipwrecks have been in the spotlight recently, with cargoes of platinum ingots, gold, and silver estimated at $4.5 billion in total. These huge hauls made us wonder: Just how much money is buried at sea?

When the last responders leave the sunken cruise liner Costa Concordia, the wreck's status may shift from grave site to treasure trove. Its passengers and interior decorators reportedly left behind a wealth of cash, jewels, antiques, and thousands of pieces of art. Souvenir hunters, looters, and even the mafia may have plans to dive the wreck for a piece of that fortune.

It's been a busy month for shipwreck headlines and shipwreck hunters. The team that announced the discovery of the Port Nicholson, a World War II–era British merchant ship found 50 miles off the coast of Maine, says it bore 71 tons of platinum ingots worth about $3 billion. Other shipwreck hunters turned up the HMS Victory, which sank in the English Channel in 1744 with a "secret" cargo of gold valued at $1 billion. And, in an episode that shows the high stakes of shipwreck salvaging, Spain is currently recovering the estimated $500 million haul of gold and silver from the Spanish galleon Nuestra Señora de las Mercedes that sank in 1804; an American company found the ship but lost court cases to Spain over the rights to the treasure.

All this undersea treasure hunting got us wondering: Just how much money is out there buried at sea? We put the question to marine archeologists, a historian, and a shipwreck hunter. Their answers ranged from "Who knows?" to "$60 billion"—and each was instructive.


How Many Shipwrecks are There?

An estimate of the value of sunken treasure in the world begins with a guess at the number of sunken ships. James Delgado, director of the Maritime Heritage Program at the National Oceanic and Atmospheric Administration (NOAA), estimates that there are a million shipwrecks underwater now.

"Given everything that's charted and all the rest, I would say that the majority of them remain undiscovered," Delgado says. After all, 70 percent of the planet's surface is water, and humans have only begun to be able to reach the depths. "[Considering] this, 95 percent of the ocean still remains unknown to us. It's the last frontier," Delgado says. "We know more about the surface of the moon than what's at the bottom of the sea."



Maritime historian Amy Mitchell-Cook at the University of West Florida says she doesn't think it's possible to make an estimate. "Even in Pensacola Bay, where I am, I don't think we have an accurate number of shipwrecks," she says. "There were Spanish, French, English, and Americans all in the area, as well as international trade. We know a lot of ships sank, but we don't have a complete set of records."


How Much Treasure is Down There?

The short answer, Sean Fisher says, is $60 billion. Fisher is a shipwreck hunter at Mel Fisher's Treasures in Key West (Sean is Mel's grandson), and he gives this figure based on his company's historical research. Fisher specializes in finding Spanish vessels that sank while toting gold, silver, and other loot from the Americas to Europe. And the Spaniards, Fisher says, kept records in triplicate, allowing modern-day shipwreck hunters to see the preserved ship manifests. Those manifests reveal an incredible amount of wealth crossing the ocean, and occasionally sinking into it.

"For about 300 years, the Spaniards came over here and stole all of the wealth of the Americas," Fisher says. "They would lose about 10 percent of that as the cost of doing business. Several wrecks out there by themselves are worth several billion dollars."


Thanks to Popular Mechanics

Kathy Dowsett

www.kirkscubagear.com

200-Year-Old Shipwreck Found in Gulf of Mexico

A newly discovered shipwreck in the Gulf of Mexico may have originally gone down 200 years ago. The ship is full of glass bottles, ceramic plates and boxes of muskets.

The shipwreck was discovered 200 miles (321 kilometers) off the Gulf Coast in more than 4,000 feet (1,219 meters) of water by a Gulf of Mexico mission led by the National Oceanic and Atmospheric Administration (NOAA). The wooden hull of the ship has nearly disintegrated, but a greenish copper shell that once protected the ship's wood remains behind.

"Artifacts in and around the wreck and the hull's copper sheathing may date the vessel to the early to mid-19th century," Jack Irion, a maritime archaeologist with the Bureau of Ocean Energy Management (BOEM), said in a statement.

The first hint of the shipwreck came in 2011, when a sonar survey by Shell Oil Company turned up an unknown blip on the seafloor. BOEM requested that NOAA explore such unknown blips during a recent expedition by the ship Okeanos Explorer. The ship returned April 29 from its 56-day mission exploring unknown areas of the Gulf.

Along the way, the researchers imaged deep-sea corals near the Macondo well, the site of the 2010 Deepwater Horizon oil spill. They explored a thick forest of corals at the West Florida Escarpment, an undersea cliff. And they installed a device on Okeanos' remotely operated vehicle to measure the rate that gas rises in the water column.

The research team also explored four shipwrecks on the ocean bottom. One, explored on April 19, was first discovered in the 1980s, but has only been investigated by deep-sea archaeologists twice. This wooden-hulled ship dates between the mid-19th and early-20th centuries, though its story is currently a mystery. An exploration of another wreck, this one near the mouth of the Mississippi River, revealed that what was once thought to be a ship cannon was actually a bilge pump.

But the most scientifically interesting ship explored was the copper-plated wreck found 200 miles off the coast, according to Frank Cantelas, a NOAA maritime archaeologist. The ship was full of interesting artifacts, a remotely operated vehicle exploration revealed.

"Some of the more datable objects include what appears to be a type of ceramic plate that was popular between 1800 and 1830, and a wide variety of glass bottles," said BOEM's Irion. "A rare ship's stove on the site is one of only a handful of surviving examples in the world and the second one found on a shipwreck in the Gulf of Mexico."

Thanks to LiveScience senior writer Stephanie Pappas


Kathy Dowsett

www.kirkscubagear.com

Long-lost shipwrecks discovered in Lake Huron

'Project Shiphunt' documents remains of ships that went down in 1889 and 1905.

A team of underwater explorers has found two long-lost shipwrecks in northeastern Lake Huron.

Thunder Bay Marine Sanctuary on July 2011 announced the discovery of the schooner M.F. Merrick and the steel freighter Etruria in deep water off Presque Isle.

They were detected during an expedition called "Project Shiphunt," which involved scientists and historians from the National Oceanographic and Atmospheric Administration and five high school students from Saginaw, Michigan.

Both ships sank after colliding with steamers in dense fog.

The 138-foot-long Merrick went down in 1889. Five crew members were killed. The intact hull was found resting upright on the lake bottom.

The Etruria, which was 414 feet long, sank in 1905 — just three years after it was launched. Today the steamer sits upside down in deep water.

NOAA said the wrecks are being documented in 3-D imagery for the first time. A documentary about the expedition, sponsored by Sony and Intel, has aired on the Current cable network.

"This research will help us protect the Great Lakes and their rich history for future generations," Jeff Gray, superintendent of Thunder Bay Marine Sanctuary, said in a NOAA news release. "It is also an extraordinary opportunity to inspire the next generation of explorers and introduce them to technology and experiences that could shape their futures."

This report includes information from The Associated Press and NOAA.

Kathy Dowsett

www.kirkscubagear.com

Underwater archaeologist digs diving

Finding missing submarines or battleships is all in a day's work for Dr. Susan Langley.

An underwater archaeologist, Langley has devoted her life to the study and conservation of underwater artifacts, which she usually finds in shipwrecks.

The former Sarnian has helped excavate historic wrecks all over the world, working with UNESCO, Parks Canada, private companies, and — currently — the United States Navy.

She's also the State Underwater Archaeologist for Maryland and an adjunct professor at Johns Hopkins University in Baltimore and St. Mary's College of Maryland, teaching courses like "the history of piracy."

Much of her time is spent teaching, writing, surveying and searching for wrecks.

"We spend a lot less time diving then you would think," she said. "When you watch Discovery Channel, you may see 10 years of work squished into that one hour."

But for Langley, hard work has never been a problem. She's contributed to exhibits at the Museum of Underwater Archaeology, holds a PhD in the subject, and is currently co-authoring a book about legal issues surrounding heritage resources.

Langley said her parents first got her interested in archaeology.

"My family was always interested in history and we would go to historic sites," she said.

But it was a diver's photo on a National Geographic cover that made her consider taking her science underwater.

"That just mesmerized me that you could find these things and bring them up," she said.

There's strategy in selecting sites to survey.

"We have a huge responsibility to the taxpayer," she said. "We want them to be able to come and watch while we do it, we want to do it during part of the academic year so students can come."

Audiences aside, Langley said preserving a site is most important.

"Archaeology is a destructive science," she said. "Once you dig a site, nobody can ever come back and re-dig it. You have to do it right the first time."

It can be frustrating when looters or treasure hunters get their hands on a site, she said.

"There's no 'finders keepers.' (They're taking) it away from everybody else who's entitled to see it.

"(Artifacts) should not belong to one person."

Langley says penetration dives, where the diver enters an underwater structure, are especially dangerous. The diver risks getting lost, fragile walls collapsing, hypothermia, embolisms, and aggressive marine life like sharks or sea snakes.

Nevertheless, she has a diving career spanning three decades.

Today, she gives lectures on expedition tours, feeding the widespread fascination with underwater artifacts.

"You're touching history," she said. "They're little time capsules. There's stuff to be learned even in the mundane."

Thanks to the Sarnia
Observer

Kathy Dowsett

www.kirkscubagear.com

German submarine U-352

German submarine U-352 was a Type VIIC U-boat of the German Kriegsmarine during World War II.

1st patrol

U-352 left Kiel on 15 January 1942, and arrived at Bergen on the 19th. She left the next day and patrolled south of Iceland without success before sailing to her new home port at Saint-Nazaire by 26 February.

2nd patrol

U-352 left St. Nazaire on 7 April 1942 and sailed across the Atlantic to the coast of the north-eastern United States. There on 9 May 1942, she was sunk by depth charges from the US Coast Guard cutter USCGC Icarus, south of Morehead City, North Carolina, in position 34°21′N 76°35′WCoordinates: 34°21′N 76°35′W. Fifteen of the crew were lost, but 33 survived, and spent the remainder of the war as prisoners of war.

Dive site

The U-352 lies in about 100 feet (30 m) of water, and sits at a 45-degree list to starboard. This wreck is a popular scuba diving spot for advanced divers. A replica of the wreck is on display at the North Carolina Aquarium at Pine Knoll Shores.

Heinz Richter

Heinz Karl Richter, a Maschinengefreiter (equivalent of a Fireman 3rd Class) who survived the sinking, was found living in Canada and was interviewed for Discovery Channel's special coverage of U-352. He said that Captain Rathke was obsessed with receiving a Knight's Cross of the Iron Cross medal for sinking 100,000 tonnes worth of enemy ships. Richter said that the captain's obsession eventually led to recklessness, ultimately resulting in the ship's sinking. Richter also said he was the last man out of the boat before it sank; those still on board were already dead, or perished in the boat as it sank.

Video of U-352, sunk May 9, 1942, taken in July, 2011 while diving with Olympus dive charters located in Morehead, NC.

Lying on the bottom in approx. 100 ft of water 30+ miles from shore, heavy seas often prevent access to divers.




Thanks to Wikipedia for the article and Brian Spilsbury for the video.

Kathy Dowsett

www.kirkscubagear.com

SS Oregon British passenger liner

The Oregon was a record breaking British passenger liner that won the Blue Riband for the Guion Line as the fastest liner on the Atlantic in 1884. She was sold to the Cunard Line after a few voyages and continued to improve her passage times for her new owner. In 1885, Oregon was chartered to the Royal Navy as an auxiliary cruiser, and her success in this role resulted in the Admiralty subsidizing suitable ships for quick conversion in the event of a crisis. She returned to Cunard service in November 1885 and four months later collided with a schooner while approaching New York. All persons on board were rescued before Oregon sank. Her wreck, 18 miles east of Long Island, remains a popular diving site.

The triple expansion reciprocating steam engine built for Oregon had a 70-inch-diameter (1,800 mm) high-pressure cylinder flanked by two 104-inch-diameter (2,600 mm) low-pressure cylinders. The engine generated 12,500 indicated horsepower as compared to 8,300 for Alaska. Steam was generated from nine Fox patent double-ended boilers, each 163⁄4 feet long and 161⁄2 feet in diameter. Daily coal consumption was 300 tons, an increase of 50 tons compared to Alaska and 165 tons over Arizona. The screw propeller was twenty-four feet in diameter with a shaft that consisted of fifteen separate parts made of crucible steel.

Oregon was fitted for 340 saloon, 92 second-class, and 1,000 steerage passengers. Passengers traveling saloon or cabin were equivalent to first class today. On Oregon, stearage had been upgraded to third class and given assigned berths in small rooms rather than dormatories.[3]
The main public room, the grand saloon was in the forepart of the ship and described at the time as "capable of dining the whole of the 340 cabin passengers." "The ceiling decorations were almost exclusively confined to white and gold. The panels were of polished satinwood, the pilasters of walnut, with gilt capitals. The saloon measured 65 by 54 feet, and was 9 feet high in the lowest part. A central cupola of handsome design, 25 feet long and 15 feet wide, rose to a height of 20 feet, and gave abundant light and ventilation." "The staterooms are large and well lighted and ventilated. Every facility for comfort is provided in the cabin. The ladies' drawing room is furnished in a costly manner, and is on the promenade deck. The latter extends nearly the entire length of the vessel. The wood work of the ladies' drawing room, the Captain's cabin, and the principal entrance to the saloons came from the State of Oregon. On the upper deck near the entrance of the grand saloon is the smoking room, which is paneled in Spanish mahogany and has a mosaic floor. Incandescent electric lamps, supplied by the Edison Company, are used in lighting the vessel."

Disaster

On what was supposed to be one of her last runs to New York, Oregon sailed from Liverpool on March 6, 1886 with 186 saloon, 66 second class and 395 steerage passengers. At 4:30 AM, just 15 miles from New York, she collided with a schooner, most likely the Charles H. Morse, which disappeared in those waters about the same time. The schooner sank almost immediately with all hands.

The hole in Oregon's side was described as big enough for a horse and carriage. An unsuccessful attempt was made to plug the hole with canvas. Two hours after the collision, the captain ordered Oregon to be abandoned, but the lifeboats and rafts only had room for half of the 852 people on board. Finally, at 8:30 AM, the schooner Fannie A. Gorham and the pilot boat Phantom responded to Oregon's emergency flares and boarded all passengers and crew. At 10:30 AM, Fulda of Norddeutscher Lloyd also arrived, and the passengers and crew were transferred again. Eight hours after the collision, Oregon sank bow first in 125 feet of water. Her mast tops remained above water for several tides.

Cunard sent divers to the wreck to determine if Oregon could be salvaged. However, the hull broke open when the ship hit the bottom. The loss amounted to $3,166,000 including $1.25 million for the ship, $700,000 for her cargo, $216,000 in passenger baggage, and $1 million for currency and other valuables carried in the mails. Oregon's purser managed to save a large shipment of diamonds in the ship's safe.

Over the years, the ship's hull and iron decks have collapsed. However, the engine still stands 40 feet above the ocean floor near the ship's nine boilers.

Her wreck, 18 miles east of Long Island, remains a popular diving site.

Thanks to Wikipedia

Kathy Dowsett

www.kirkscubagear.com

Watch Peter Bucknell's video on diving the Oregon

Divers find 'oldest shipwreck in the Caribbean'...and treasure that could be worth MILLIONS

Silver coins and jade figurines from 1500s discovered off Dominican Republic.

A chance encounter with a fisherman has led one team of treasure hunters to discover what they believe is the oldest shipwreck in the Caribbean.

And after only diving the site - located off the Dominican Republic coast - a handful of times, the team at Deep Blue Marine has unearthed some serious treasure.

At the last count Captain Billy Rawson and his crew had uncovered 700 silver coins that could be worth millions, jade figurines and even a mirrored stone that was possibly used in Shamanic rituals.

Everything was in pretty good condition, despite dating back to the 1500s.

'We only started diving last autumn and haven't gone down that much because it's been the winter,' said Randy Champion, vice president of the Utah-based company.

'We have just scratched the surface,' he added. 'All of the stuff we've found is just from mucking about really.'

Although the team haven't officially confirmed which ship they are diving, Mr Champion said they had a pretty fair idea - but were keeping quiet for now.

If it's the ship we think it is, she probably went down in a hurricane,' Mr Champion said.

'We have looked at the prevailing currents and wind directions in archives and found a cannon and ballast stone on the wreck that was all going in the wrong direction.

'That suggests it was probably a hurricane as winds go counter clockwise.'

The Blue Water Marine team believe this ship was heading back to Spain with a haul of newly minted coins.

There were almost certainly a few dignitaries on board hitching a lift, and they wouldn't have made the journey all the way back to Spain with just 700 coins.

'There are thousands and thousands down there,' Mr Champion added.

Most of the coins don't have dates on, so the team have been busy cleaning them up and trawling through reference books to identify them.

'These coins could be worth just $1,000,' Mr Champion said. 'But then one similar to ours sold for $132,000 the other day.

'They could be worth millions. But they aren't worth anything unless someone buys them.'

One set of coins could be worth $1 million on its own. The crew won't know whether they have it until the clean up operation is complete.

The pre-Columbian carved jade figurines, all approximately 2in to 3in high, could be 500 years older than the wreck itself.

Mr Champion said some had holes in the back side suggesting they could have been part of a head piece.

This also suggests the crew of the 1500s ship probably weren't altogether that straight laced and almost certainly stole a lot of their booty.

'They had to satisfy the king's request, but would have taken other things too,' said Mr Champion.

The crew also found what were thought to be mirrors made out of iron pyrite, but Mr Champion isn't convinced.

'Mirrors weren't common at the time,' he said. 'They could have been used in a Shaman-type ritual.'

But he insists that they don't dive the site just for the money.

'We're not just looking for things that glitter and things that are real pretty,' he said. 'We're trying to find out what happened to this ship.'

Deep Blue Marine are contracted by the Dominican Republic to search and uncover treasure from the wreck. They then split the proceeds 50/50.

They had been surveying 42 miles of coastline with high-tech equipment in an effort to find the wreck.

But they got lucky after the chance encounter with a local fisherman who sold them an old coin he had found while diving.

To their astonishment the team discovered it was one of the oldest coins ever minted and knew they had found what they were looking for.

'We said to this guy: "If you show us where you found the coin you can come and work for us",' said Mr Champion.

The team are planning another dive in two weeks but it is a grueling process as the wreck is covered in sand and coral.

It takes them 12 hours to sail around the island to the dive site. They then drop anchor and take smaller boats out to dive from.

It's a 6am start and the team often don't return until 8pm. They can be out there for weeks at a time.

And it's not without its dangers. 'There are just as many pirates right now as there were then,' Mr Champion said.

The crew have been fired upon by the Dominican Republic's Navy - 'a case of mistaken identity' - and have even been pillaged by a gang of thieves who boarded their boat in the middle of the night.

They made off with thousand of dollars worth of diving equipment - despite an armed guard, provided by the government, being on board.

Sharks too are always in the back of their minds, Mr Champion said, as are the treacherous diving conditions, waves and being crushed by rocks.

'It's better than being stuck at a desk,' Mr Champion added.

And it's certainly worth it when the crew strikes gold - or, in this case, silver.

Thanks to the Daily Guardian

Kathy Dowsett

www.kirkscubagear.com

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