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THISTLEGORM REVEALED

EXTRACTS FROM

Sunderland to Suez, The Story of the Thistlegorm

By Peter Collings

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ESTABLISHED 1954 CALL US ON 01642486666 Premier Dive, Outdoor and Watersports Store

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CONTENTS
DENNEY DIVING OLYMPIC /SNEFRO/DIVELIFE E BOOK CONCEPT OTTER DIVERSWAREHOUSE INTRODUCTION AP VALVES RUMOURS DISPELLED UWAHU CARGO MIFLEX XTREME HOSES FINAL VOYAGE FAILED MISSION DIVELIFE CAPTAINS RECOLLECTIONS MIFLEXEXTREMEHI DIVING HOSES SEA &SEA DEEPLENS BIO OONAS/STARFISH/DIVE LOG THE WRECK TODAY SUNDERLAND T O SUEZ AREA MAP THE THIRD RAIL CAR TO BUY I CLICK! PAGE 2 PAGE3 PAGE 4 PAGE5 PAGE 5 PAGE 8 PAGE 9 PAGE 12 PAGE 13 PAGE15 PAGE 16 PAGE 16 PAGE 17 PAGE 18 PAGE 20 PAGE 21 PAGE 22 PAGE 23 PAGE 24 PAGE 25 PAGE 27 PAGE 28 PAGE 29 PAGE30

THE E BOOK CONCEPT

The idea of the E BOOK series came about after seeing so many incorrect p ublications quoting the wrong identity of the Tile Wreck at Abu Nuhas in the Red Sea. Despite a plethora of undeniable facts p resented by myself and members of the Red Sea Wreck Academy, self proclaiming experts still, for reasons known only to themselves, continued to quote the M ARCUS as the CHRISOULA K. It was archive photographs from Howard Rosenstien and the location of the ships bell, which added weight to Stephan Jablonskis accounts of the sinkings. This new material gave us enough to produce the first E book in 2008. Being free from restrictions it soon found its way around the world and was passed on from diver to diver. It had the desired effect-Now more and more reports carry the correct identity. It was also an opportunity to give something back to diving and promote the forthcoming EGYPTIAN SHIPWRECKS. Of course there was also controversy over the identity and purpose of the RUSSAIN WRECK at Zabagad, and this lead to the second title. THISTLEGORM REVEALED is a leader for the new publication SUNDERLAND TO SUEZ THE STORY OF THE THISTLEGORM , out now. SUEZ WRECKS highlights the achievements of our regular wreck hunting trips up into the Gulf, and EGYPTIAN SHIPWRECKS gives a glimpse of the forthcoming book featuring over 200 wrecks in Egyptian waters. So now we have a total of 5 titles available, ( and several more on the way), yours to enjoy and pass onto anyone who may be interested-and dont forget we run regular expeditions and safaris to all these featured Red Sea Wrecks Safe diving!

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INTRODUCTION
In 1995 I began compiling notes with the view to publishing a book on the Thistlegorm. She was well documented, and had featured in one of Cousteaus many broadcasts. Being built locally I quickly located her plans, p urchase documents and the historical background of both her builders and her owners. Desp ite all this there were certain key elements missing-only one photograph seemed to exist-depicting her launch, plus details of her final journey were scant and vital information about her cargo remained obscure. Enough material for a magazine feature and an inclusion in SHIPWWRECKS OF THE EGYPTIAN RED SEA, but not enough I felt for a full blown book. Over the next 10 years I continued to search for these key elements while researching many other wrecks we had discovered. At the same time I logged hundreds of dives on the wreck and conducted many surveys around the area. She became very well documented appearing frequently in the diving press and even National and local newsp apers .Several books appeared, but no new facts had come to light despite Im sure the efforts of those who had written about her. There were of course the usual rumours and much speculation. One book revealed an impressive picture of a huge porthole-solid brass-its owner claiming it had come from the Thistlegorm-and the writer fell for it! The obvious fact was that this porthole was far too big and the construction of portholes in merchant ships from 1939 onwards was different from that of passengers ships from the turn of the century . The porthole had been acquired from a reclaimers yard in Alexandria! In 2007 I finally located several new pieces of material-a series of sup erb images of her launch, a postcard showing her alongside the quay at Sunderland, and the Captains account of the sinking as stated at the inquest at Sunderland, and never before seen survivors accounts from Norman Elland Dunn. I resurrected the project and the book now began to take shape. Thanks to the internet, details of her convoy came to light "http://www.convoy.net" , and port movement documents were found in Glasgow. Friends and family also contributed. THE VICKERS TANKS and WORKING STEAM-The Stanier 8F both provided detailed info about several aspects of her cargo and even a plan of one of her guns turned up.

Still, one vital document-her load list-remained undiscovered. I decided to try to locate the company who had managed the ship,- WAWN & Son, later becoming Bushell, Nicol and Wawn. According to the excellent THISTLE BOATS By D.C.E. Burrell, Dominic Wawn himself went to Glasgow to over see the loading of what was to be Thistlegorms final voyage. Perhaps in their archives 5

www.deeplens.com the documents detailing the cargo (manifest or load list) could be found. If so much more information about her cargo would come to light It is not uncommon for companies to keep records dating back beyond the required 7 years. The address I had in Wallsend failed to p roduce a result, then thanks again to the internet I got hold of a new address-in Collingwood Street Newcastle-in the same building as Lloyds Registry. Collingwood Chambers is a magnificent Victorian building- 5 floors running the entire length of the street and in the heart of the city. Prime real estate. The main entrance features a magnificent hall and staircase. An information board showed me I was in the right place-after 10 years, it would seem I had found the people who might help provide the final pieces of information about the cargos details. I took the lift up to the 4th floor, stepped out into a deserted corridor- and noted that every office was deserted, including Bushell, Nicol and Wawn.Not only deserted but the office appeared ransacked papers and files lying every where. Another dead end? I went back to the lift- there were no call buttons -a sign said do not use in case of fire .I headed for the stair well only to find it was barred off with metal grills. I was trapped-alone in a deserted building no phone signal-and no one knew I was here!-I could imagine what the propaganda machine would make of this! After several hours I caught the attention of a caretaker. Explaining my situation and quest, he informed me that the company was long gone and the offices were to be cleared out. He kindly gave me access to the office- and we searched though mounds of files, lists and papers spanning 50 years or more. I left with a large bin bag of hopeful material. M uch of the older material had been hand written and the inks had faded, but there amongst some wartime accounts were several sets of cargo listings for 1941 including that of the Thistlegorm. Although very faint, and probably incomplete we were able enhance several of the pages thanks to photoshop. They revealed some thitherto unknown facts about the Thistlegorms cargo, just As I had hoped. My persistence had paid off. We could now confirm the type of aircraft she was carrying and indeed where they were loaded. Two of those pages appear on page 99 - appendix 1 of SUNDERLAND TO SUEZ-THE STORY OF THE THISTLEGORM And so with all the material now in place the book was finally finished in 2008-13 years after it began. Of course there will always be rumour, sp eculation and hearsay surrounding the wreck, but for the first time many new and interesting facts have come to light. Given that the Thistlegorm is one of the most dived wrecks in the world interest in the ship will continue for many years to come. Thistlegorm revealed is an insight into the book with some added information held back from the book. It is free and yours to pass on to anyone who may be interested. If you are reading this before diving the wreck, why not join us on on of our many escorted safaris which run throughout the year?

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Wames load list-the document that took years to track down, was to reveal many new and interesting aspects of the cargo, and loading. In a very faded condition we were , with the use of photoshop, able to enhance the hand writing to reveal much more vital information.

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RUMOURS DISPELLED
HMS/WARSHIP
The ship itself has often been incorrectly described, one publication labelled her H.M .S a prefix used for Royal navy vessels. Her pre fix is of course S.S. steam ship. She has also been labelled as a warship and armed merchant ship. She was fitted with guns on her stern, which could only cover the aft quarter of the ship and was thus a defensively armed merchant ship, unlike the Liberty ships which were to follow which had guns mounted fore and aft.

The design of the Thistlegorm was the forerunner for mass produced liberty . These vessels carrier guns for and aft, and along their length and were designated ARM ED M ERCHANT SHIPS. The Thistlegorm , having guns that could only fire in the aft quadrant were deemed as DEFENSIVELY ARM ED M ERCHANT SHIPS

3RD LOCOMOTIVE
The manifest clearly states that 2 locomotives-Stanier 8 fs were loaded onto the ship (see photo page 22 Sunderland to Suez). Parts of the locomotives, the boilers and drive wheels are scattered over a large area of the wreck site. About 50 mtrs of the stern lies another water car, lying in its side.(see page 29) Facing the wreck it is possible a divemaster has glimpsed this and thought the cylindrical shape and buffers was the front of a loco. Further more ALL of the steam locomotives lost at sea have been documented and accounted for! It is worth noting that the two drivers cabs have never been located. These would contain a huge amount of non ferrous material and know doubt have been salvaged, probably shortly after she sank.

LEFT FOOT WELLIES

Rumours claim that the Wellington boots are all left foot only-Certainly not true-many right footed boots have been found too! Their purpose has also fuelled speculation as to why they would be sent to the dessert .It should be remembered that flash floods occur turning the sand into mud-also they were often used by aircraft crews involved in starting aircraft-as a form of insulation from handling high voltages.

SISTERSHIP
Rumours abounded that she had a sistership close by which had also been sunk in the same period. With so much detailed information about the Albyn Line to hand, it was easy to conclude this was only a rumour. M ost likely the myth stemmed from the sinking of the Rosalie M oller three days later. A very similar ship also with Glasgow connections- and only a few miles from the resting place of the Thistlegorm .

www.deeplens.com The Rosalie M oller-often labelled the Thistlegorms sister ship, due to several similaritiesthe connection with Glasgow, their size, both bombed within a few days of each other and on the same route .Note The Rosalie M oller was not in the same convoy as was first thought.

THERES A WRECK NORTH OF THE THISTLEGORM

To date we have located some 30 wrecks which fit the bill, but its most likely that this rumour relates either to the SS SCALARIA, a WW2 tanker at Ras Galib or more likely the SS TURKIA. The Turkia has been hailed as the new Thistlegorm since I discovered her few years ago. Built a few rivers down from the Thistlegorm (On the Humber) she was a similar 4 hold cargo ship carrying munitions and vehicles and sits bold upright in 25 mtrs of water. Her location? North of the Thistlegorm-well north!

A strong contender for the wreck north of the Thistlegorm, the S.S..Turkia is another WW2 merchant ship lost in the Gulf of Suez. She was located by Peter Collings in November 2006 and first surveyed by the Red Sea Wreck Academy in April 2007.If you would like to dive her call us for availability 01207504160/0786468174

CHEMICAL WARFARE
Again this is an unfounded rumour, and there is nothing in her manifest to suggest any such materials were carried. None of the crews recollections mention it either. Because the forward holds appeared partially empty when she was located by Cousteau it has been wron gly sp eculated that something was removed to cover up a deadly cargo. In fact much of the cargo in the upper levels of holds 1 and 2 were medical sup plies such a morphine, camphor oil and Lysolats (anti septic). Even the Austin ambulances, loaded onto the upper superstructure has been packed full of medical sup plies. These would have been salvaged as very valuable cargo.

HER DISCOVERY
In Cousteaus account of her discovery- the account shows the team going through an extensive search for the wreck. However her location was well known-local fishermen used to tie up onto her mast which was still showing above water and passing ships would dip their flags in salute. Like today, her location can be seen from miles away! There would have been no drama in the discovery if they had simply sailed over and tied off onto the wreck! There have been many claims as too who discovered the Thistlegorm-and each tale gets earlier and earlier. Truth is she was never really lost-just forgotten! 10

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THE BOMB ALSO BLEW UP THE SHIPS BOILER

This was quoted in an Italian publication. First the Thisltegorm was fitted with TWO boilers and like her engine these are still very much intact and can easily be explored. It is very likely that at the time of the attack her boilers were not in use anyway .Her auxiliary or donkey boiler would be used for steam power, heating etc. Both the engine and boilers are located directly aft of the fore section, behind the coal hold and although the area is a tangled mess both features are there to be seen! One easy way to locate the engine block is to look for the prop shaft, swim forward over 3 circular features-these are the low, medium and high pressure cylinders of the engine!

SALVAGE THREAT
There was certainly an attempt by a salvage company to purchase all the wrecks in Egyptian waters with the view to remove them. Reports varied. I became concerned when I was approached to reveal the location of several wrecks-at first by deceitful means then by blatant intent. Several of the names quoted were previous names of wrecks we had located. Then salvage commenced on the Million Hop e-rumours said it was just cosmetic, and the superstructure ended up in the 5th hold upside down. After a lay off period the salvors returned in earnest. Again rumours stated that there was now nothing left of the M illion Hop e. The salvors were gone. But the reason for that lay on the seabed. The salvage crane sits upright on the sea bed, next to the wreck of the M illion Hop e. No doubt a new rumour will sp read that the crane driver was BRIBED.

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CARGO
MUNITIONS We know from Wames load list that a huge amount of ordinace was loaded into her aft holds. The list quantifies these shells as cases of. In some instances we know the shells were p acked in sets of six and this gives us an idea of the numbers for a single entry in the list. The final number will never be known. M any of these were 4 and 4.7, armoured piercing, plus the huge 15 shells used by the heavy cruisers and battleships. H.M .S QUEEN ELIZATETH. One of 3 battleships of this class were operating along the M editerranean coast and the large shells on Thislegorm were destined for these warships.

Again an Italian publication claims most of the ammunition was destroyed, however there are still several hold still full of cases of shells.-In one survey we estimated over 300 metal cases each containing 6 shellsand that was only one tween deck area.

UNIVERSAL CARRIERS
These are often mis-named as Bren Gun Carriers, and to date 4 of these tracked infantry support vehicles have been located, but again Wames list tells us many more were loaded entries su ggest at least 14-3 entries for Vickers light tanks of 4,4 and 6.It is uncertain as to whether some of these were salvaged shortly after the sinking or if they remain in the deeper forward holds.

AIRCRAFT PARTS
Again Wames list gives us a good indication of the supplies loaded for the RAF. As well as accumulators mounted on trolleys, there are engine cowlings for both Lysanders and Blenheims-Both utilising the same engine. The wings in the forward hold are from the Lysanders Indeed, the list notes that at least 8 crated fuselages were loaded into the lower forward holds. M any of the aircraft spares were for the WESTLAND LYSANDER, including these undercarriage housings. These have often been mistaken as motor bike side cars. They are even fitted with a headlight. They were often used for artillery spotting by the British Army

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www.deeplens.com The Westland Lysander was fitted with the same Bristol engines as the Blenhiem, and spares for these are found through out the forward holds. At lease 8 of these aircraft were load into the forward holds .Some of the wing sections can still be founds in the forward holds.

Given that the deeper holds have never been explored, the aircraft bodies may still lie untouched it the deeper sections. It should be noted that the deepest penetrations in the forward holds have been limited to 26mtrs-,even allowing for a full meter for the bottom tanks that still leaves 3 mtrs un accounted for!

AUSTIN K2 AMBULANCES
3 of these were loaded in the bridge area and were themselves packed with medical sup plies. Stories abounded that morphine was being sold on the black market in Cairo shortly after the sinking. Given that they would only be in 12 mtrs it is highly likely that these supplies were lifted by either official or clandestine means.

OTHER CARGOES
While the trucks and motor bikes are well documented elsewhere, Wamnes list reveals cases of Singer Sewing machines, utility pans, radio cars, bed sets. Sadly being hand written we have been unable to decipher all the entries.

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FINAL VOYAGE
There have been many incorrect facts published concerning the final journey. Even here crew seem to disagree on her departure date! We were lucky to obtain the port movements record, so the final departure from Glas gow was 17th July 1941, joining OG 69 for the journey down to the African coast. Full details of the convoy and her escorts appear in the book, including the other vessels in the convoy, her escorts, and a look at the dangers faces by the crews of the vessels en route

TIM E TABLE TO DISASTER

TH

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JULY 1941 Departs Glasgow

19th JULY d eparts Birkenhead in convoy OG69 37 days later arrives Capetown, some cargo unloaded. Rebunkers and after 5 days heads for ADEN. 2 day stop over Heads north for Suez OCT 14 anchor.
TH

SHAAB ALI, sunk at

FAILED MISSION
The targets for the 4 HE111-BOM BERS was the Queen M ary (the Grey Lady), M aurittania and Brittanic. Such was Hitlers obsession with sinking the liners it is un likely that only 2 bombers (suggested elsewhere) were sent on the mission. 4 bombs to sink 3 ships?. At least 4 aircraft, possibly even more took part, with two being involved in the Thistlegorms attack.

The convoy was capable of speeds of 35 knots and were on there way back south , having discharged their troops-not heading north as German intel believed.

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THE FAST CONVOY; RM S QUEEN M ARY, RM S BRITTAINIC ,RM S MAURITANIA. These 3 liners made up the convoy charged with transporting troops from Australia, to fight in North Africa. They were so fast that the U boats could not keep pace with them , and Hitter put out a reward for the sinking of these leviathans The Hienkels, having reached the point of no return headed back for there base in Crete. One wing flew back directly up the Red sea while others op ted to return via the desserts flanking the Red Sea. By chance this wing found the Thistlegorm at anchor.

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CAPTAINS RECOLLECTIONS

The book contains interviews with several of the crew, some never before released including that of NORM AN ELLAND DUNN, but perhaps one of the best finds in terms of documentation came unexpectedly, while searching for info on the Rosalie M oller. Kew Gardens hold details of births, deaths and marriages at Sea. It was here that I un earthed a never before read account of the sinking from the Captain himself. It is his statement prepared for the inquest held at Sunderland, her Thistlegorms home port, and the home of several of her crew. M akes poignant reading;

On 6th October 1941 at about 2am, while the vessel was at anchorage F in the straits of Jubal(Gobal) with other vessels under Naval Control ,awaiting passage up the Gulf of Suez, I was awakened by the sound of explosions. I immediately went on deck and found the vessel had received a direct hit from an enemy bomber between numbers 4 and 5 holds. The after part of the ship was enveloped in fierce flames and I realized right away there was no hope of saving the ship which was loaded with high explosives Orders to abandon ship were given but as the crews quarters were aft the sailors and firemen off watch were cut off from the boats Two boats were launched and the men on watch and whose quarters were amidships were safely got away with the exception of Sokando, donkeyman. My boat drifted aft and was successful in picking up three or four men who had jumped overboard We were joined in the search by Naval craft until long after vessel blew up and sank .When later assembled on HMS Carlisle it was found that the nine men listed above, of whom 5 were naval gunners had all died in the explosion
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MOORINGS
Desp ite the efforts of HEPTCA, the mooring project was ill conceived and doomed to fail, within only a few weeks dive guides were once again using steel wires to tie into weak thin old strips of metal. After a few months all that remained were a series of chains lying on the seabed. The wreck continues to be torn apart by these mindless idiots-and the disease has sp read to the Rosalie M oller-her mast lifeboat deck and stern gantry have all be ripped off. Is there an answer? As long as large livaboards tie into these weak old structures the wrecks will continue to disintegrate. The only solution is to ban steel wires, install remote moorings and use ribs to transfer to and from the wrecks. This would of course mean financial implications for operators and money always comes first! Had this been done years ago the Thisltegorm and Rosalie Moller would indeed still be world class wrecks. Those of use who have seen the wanton destruction, rape and pillage of these wrecks can only look on in disgust!

With our guests in mind we have had M ike Fenney of DIVELOG.COM design and produce this amazing set of log book stickers, depicting all 40 of the wrecks featured in our escorted safaris. Needless to say the Thistlegorm is well represented, with sketches and archive photos to make your log record unique. These are the only accurate and indeed universal fitting stickers system available , and cover 4 distinct regions from the Sudan border to the Suez Canal Available from DEEPLENS..COM or DIVELOGS.COM

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DEEP LENS.COM
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For over 20 years we have been successfully organizing and leading photographic and shipwreck safaris around the world, using the very best livaboards and dive centres. Our destinations include:

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See our regular features in DIVE and H20 magazines WE SPECIALISE IN WRECK HUNTING EXPEDITIONS and ASSOCIATED TRAINING

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PETER COLLINGS BIBLIOGRAPHY-PUBLICATIONS 1986- 2009

1986

1988

1991

1996

2000

2001

2002

2002

2005

2008

2008

2009

2009
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2009

2009

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THE WRECK TODAY

Its fair to say that in the last 15 years (1995-2010) wreck has not only seen a staggering amount of diving traffic but has become an iconic sy mbol of wreck diving. .Desp ite our efforts in those early days to educate some sense of conservation into the growing industry, the wreck was constantly and systematically torn apart. Dive masters with steel rope tied into handrails expecting this mooring point to hold a 20 berth liveaboard! .The result has been catastrophic

A rare image indeed-the bow free of the usual cats cradle of mooring lines-often as many as 20 crisscrossing each other over her bow area as dive boats via for pole position over the wreck .Note the lack of handrails-all long since gone. The constant stress on her aging hull has caused a huge rent to appear on her fore deck. Sections of the wreck have collapsed .One paravane was cut in two by a steel rope while the other was crushed by the water car-when it was lifted and moved after a dive master tied off onto it n a strong swell. Desp ite this, if its timed right then the wreck still has much to offer those who havent seen her before. The kind depths, upright attitude, cargo marine life and history all add to make the Thistlegorm a memorable dive. In SUNDERLAND TO SUEZ , THE STORY OF THE THISTLEGORM we offer several tours of the wreck .Indeed it will take the visiting diver several dives just to see the wreck. There are many routes through the wreck .Being an average size wreck 300ft it is possible to do an overview on the first dive and then pinpoint areas of interests such as the holds later on. Her guns, locomotives, and indeed her varied marine life are all additional attractions.

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Often bathed in strong sunlight and blessed with great visibility the wreck can offer some great photo opportunities. This shot was taken on a quiet day-but still the plumes of bubbles fill the scene Most days hordes of day boat divers in shepherded groups o f12 or more clutter the wreck making photography a joke! Because of the long journey back they do tend to leave after 2 short dives with an equally short surface interval 8 hours travelling for 2 x 30 minute dives! The watercar in the centre of the picture rests on top of the crushed paravane All of the handrails along her length were once draped in soft corals. What handrails? you might ask! Visibility tends to vary depending on the direction of the water flow. When Shaab empties dirty water flows from bow to stern. The incoming waters fro the Red Sea bring the best visibility, and also the best fish action. With good planning the current can be used to the divers advantage. A drift from bow down to the engine room then a swim back through her holds to the focsle is quite rewarding. A good dive master will brief you! If you are in a guided group avoid a group bigger than 4 IT DOESNT WORK!. With a good nitrox mix and good air consumption it is possible to execute a good 1 hour dive on a single 12ltr without any decompression. he shallowest part of the wreck being 12mtrs and her bow in14mtrs. Because of the constant coming and going of dive boats it is essential to descend and ascend your mooring line .If you cant make out y our line come up one from another boat but never never free ascend

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AVAILABLE NOW

SUNDERLAND TO SHAAB ALITHE STORY OF THE THISTLEGORM

A DIZZYING AMOUNT OF DETAIL DIVE MAGAZINE 100 PAGES A 4 FULL COLOUR MANY NEW FACTS ABOUT THE WORLDS M OST POPULAR SHIPWRECK INCLUDES 6 DETAILED TOURS FOR THE VISITING DIVER SIGNED COPIES AVAILABLE DIRECT FROM DEEPLENS

From her birth on the river Wear through to her sinking in Shaab Ali, Peters th 10 book covers in great detail the story of this iconic shipwreck. Packed with facts, information and new archive images, which have taken Peter more than 10 years to research. A must for any visiting diver! Also available from good dive stores

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MAP BY MIKE FENNEY OF DIVE-LOGS.COM

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THE THIRD WATER CAR

About 60 mtrs off the stern of the Thistlegorm lies a 3rd water car. It is possible that this is the cause of the unfounded rumour of a 3rd steam locomotive. Seen briefly in poor viz end on, the cylindrical shape was mistaken for the bolier of a locomotive. Only 2 Stanier 8f locos we re on board the ship

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THESE E BOOKS ARE SPONSORED BY:

AP VALVES DENNEY DIVING DIVELIFE DIVERS WAREHOUSE MIFLEX XTREME HOSES OONAS DIVERS SEA & SEA LTD. 2BUYICLICK FISH N FINS
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