SS QUIBERON
The wreck has now been positively identified. The ships bell which still had the original name "DUSSELDORF" 1922 engraved on it has been recovered from the wreck site. Included below are images of the Bell before and after restoration together with plates from her defensive armament. The Admiralty had the location as being that of HMS EXMOOR.
I am very grateful to those who allowed me to publish these images
Information on both QUIBERON and EXMOOR can be found in Ship-Wrecks off North East Norfolk
RMAS GARGANEY was built in 1966 by Brooke Marine, Lowestoft, for
the Royal Navy. One of Six vessels in the "Wild Duck Class" she had a
GRT of 900 tons and dimensions of 60 x 12 x 6metres with a speed of 10 knots.
Her usual complement was between 23-26. Following her sale out of the Navy
she spent some time under the St Vincent flag before being purchased in 1966
from Versivius Shipping, Penzance by Hesfibel (www.hesfibel.com) and renamed
HESFIBEL MARINE sailing under the Turkish Flag.
I am grateful to Cem Degirmencilier for permission to use their image
During the Second World War many merchant ships were equipped with defensive weapons. These ranged from rifles to large artillery pieces and were manned by Royal Naval Personnel.
The vessels were referred to as D.E.M.S ( Defensively Equipped Merchant Ships) and the gun crews as DEMS Gunners. They numbered from 2 in the smallest vessels to over 100 in the largest. They fought off aircraft, submarines, surface attacks and mines and were present at every allied landing.
Their record states that:
“DEMS ratings and their defensive equipment saved not less than 100 independently routed ships every year, apart from those saved by their DEMS in convoy. This represented the saving of around 1,250,000 gross tons of shipping every year” .
Losses were heavy with 2,713 DEMS Gunners losing their lives. 841 personnel earned awards including 263 DSM's, 110 BEM's, 21 Lloyds Medals for Gallantry at Sea and 1 George Medal.
The shoulder flash is shown top left and to the right, a 4inch gun commonly mounted on vessels on the east coast convoy routes
Recommended by IALA Trinity House are introducing a new method for the initial marking of new wrecks consdiered to be a hazard to navigation
The new style (see pic on home page) will be on station within 2 days after a dangerous wreck occurs. This change to procedure is as a result of collisions with new wrecks such as the "TRICOLOUR " in 2002
The new buoy has the following features;
A PILLAR or SPAR buoy with size dependant on location
COLOURED in equal number and dimensions of blue and yellow vertical stripes (min 4 max 8)
FITTED with an alternating flashing light with a nominal range of 4 nautical miles (range may be altered depending on location)
THE BLUE and YELLOW 1 second flashes are alternated with an interval of 0.5 seconds
BLUE 1.0 sec + 0.5 sec + YELLOW 1.0 sec + 0.5 sec = 3.0 secs
IF MULTIPLE buoys are deployed the lights will be synchronised
THE BUOYS may use racon Morse Code D and/or an AIS transponder
IF FITTED with a top mark this will be a standing/upright yellow cross
The wreck off Scolt Head at the entrance to Brancaster Harbour is that of the Steam Ship VINA. She was built in 1894 by Ramage & Ferguson, Ltd., Leith (Yard No.124) for J.T.Salvesen & Co., Grangemouth, for the Baltic Trade. Unusually, she was retained by the one owner until 1944. a period of 50 years. Built as a cargo vessel she had a gross tonnage of 1,021 and dimensions of 219ft Length and 32ft Beam. Her Ship Number was 90912. During both wars she was in service as a collier on the east coast route.
In 1944, at the end of her life, she was purchased by the Ministry of War Transport as a Blind Bomb Training Vessel or more accurately a "Bombing Target" and was sunk near to her present position 52º59.080N 000º39.208E (WGS84) For an off shore location view click HERE
The ministry of defence together with Vosper Thornycroft began to show an interest in the trimaran hull in the early 1990's. It was believed that a trimaran hull could eventually replace the type 45 Frigate and provide better fuel consumption together with greater payloads and the wide deck would give an excellent helicopter-landing platform. The contract for a prototype was awarded to Vospers in July 1998 and on the 6 th May 2000 launched TRITON at a cost of £13 million on price and schedule.
Particulars are Length main hull 98.7mtrs. Side hulls 34.2mtrs
Beam overall 22.5mtrs
Depth 9mtrs
Design Draught 3.37mtrs
Displacement 1200 tons
Maximum Speed 20knots
Range 2,000 nautical miles
Complement 12 crew.
After a lengthy trial period, TRITON was not accepted into the Royal Navy and is now in commercial hands and based at Great Yarmouth.
Maintained and run by the Lowestoft & East Suffolk Maritime Society, this Museum specialises in the history of the Lowestoft fishing fleet. Although small by comparison to its neighbour in Great Yarmouth, this museum is packed with interesting exhibits and information on local sea-faring. Opening times are from 10am to 5pm May to October with entry charges currently 75p Adults and 25p Children. In terms of value for money these are outstanding. Situated in the Sparrows Nest Park it is within 100 yards of the Royal Naval Patrol Museum. There is a free car park just opposite the museum which makes a visit even more worthwhile.
Contact details are; Lowestoft Maritime Museum, Whaplode Road, Lowestoft, NR32 1XG, tel; 01502 561963
Built in 1936 as the KESTOR for H Harrison (Shipping) Ltd., London by the Goole Shipbuilding & Repairing Co. (Yard No.317). Her original engine was a 350bhp 6 cylinder 4S CSA manufactured by Humboldt-Deutzmotoren AG, Köln-Deutz giving her a service speed of 9knots and was re-engined in 1971 with a 320bhp 8 cylinder 4S CSA manufactured by English-Electric Diesels Ltd. Glasgow. Her gross tonnage was 311grt and she measured 135x24½x7½ft. In 1939 she was purchased by the Dundee, Perth & London Shipping Co. and renamed ERROL and in 1955 sold to the Channel Shipping Co. Jersey who kept her name until 1958 when they changed it to GROUVILLE. In 1964 she was sold to Berwyn Coasters Ltd., Jersey and renamed BERWYN BARON and in 1966 to George W Blake, Jersey and renamed FREDERICK HUGHES. She changed hands among Jersey Ship owners and was in 1971 sold to Cranfield Brothers, in 1972 to Mardorf Peach & Co, in 1975 to A J & Annette Pratt and in 1977 to T & G Shipping. In 1979 she was declared a constructive total loss after striking the pier at Great Yarmouth when on a voyage from Rotterdam and was sold the same year to Conrad E Reynolds (St Johns, Antigua) Jersey who changed her name to MISS ANTIGUA in 1983. She was reported as non sea-going in 1991 and was deleted from Lloyds Register in 1995 still under the name FREDERICK HUGHES as the name MISS ANTIGUA appears not to have been registered.
British Ship No.164716
EASTPORT
On Friday 28th January 2005 the EASTPORT scheme was given the GREEN light by the Transport Secretary Alistair Darling. The Eastport consortium will now try to obtain finance from various Government Agencies.
A £38 million scheme to develop a new harbour outside the existing Harbour which will handle both General and Ro-Ro vessels. Initially, there will be one Ro-Ro berth and one general cargo berth able to accommodate two ships up to 160metres in length. Future plans are for a further Ro-Ro berth and a 5th quay to be added.
Superfast Ferries SA, are interested in operating a freight and passenger route from EastPort to the Netherlands. An aerial impression of the development and more information is on their web site.
In the early hours of 15th March 1942 convoy FS49 was proceeding South. When near the 57D buoy seventeen miles north of Cromer they were attacked by E boats. S 104 (Captain Oberleutnant Roeder) of the German 4th MTB Flotilla, sank HMS VORTIGERN with torpedoes. The other escort vessel HMS GUILLEMOT, a corvette based in Harwich following Naval Orders. ignored the survivors in the water and continued with her duty of escorting the convoy. At dawn, the GUILLEMOT turned round and found the wreck with two survivors clinging to the stern. The VORTIGERN had been torpedoed forward and had plunged down with her bow on the sea bed. The sea all round was strewn with bodies several of which were later recovered by the Cromer and Sheringham lifeboats. The search by the GUILLEMOT recovered only 14 men. 147 men lost their lives, making this the worst incident recorded off the east coat during the Second War. At a later board of enquiry it was found that contrary to standing regulations most if not all the Carley Floats had been lashed down and few of the crew had been wearing lifejackets.
Surprisingly the wreck site has never been declared an Official War Grave.
Nicholas Monsarrat who served on GUILLEMOT as an officer described the event in his book “Three Corvettes” .
Details of the VORTIGERN are included in "Ship-Wrecks off North Norfolk".
The Mystery of the Mary Celeste ?.
The Mary Celeste was launched in 1861 from the Yard of Joshua Dewis, Spencer Island, Nova Scotia as the AMAZON. She was 282grt and measured 103x16.9x16.2ft. In 1868 she came under the US flag as a Brig and renamed MARY CELESTE. She was purchased in 1869 by Captain J H Winchester and Others.
On the 7th November 1872 she sailed from New York bound for Genoa with a cargo of 1,701 barrels of crude alcohol. The Captain B S Briggs was accompanied by his wife and two year old daughter together with a crew of seven. On the 5th December 1872 the Nova Scotian brigantine DEI GRATIA sighted the MARY CELESTE about 590 mile west of Gibraltar. Captain Morehouse of the DEI GRATIA could see the other vessel was in distress and being unable to obtain any response to his hail he approached to within a few hundred yards and saw through his telescope that there was no helmsman and that the deck was unoccupied. He ordered his chief mate with two others to row across and investigate.
The MARY CELESTE was found to be in a perfectly seaworthy condition. Contrary to many subsequent stories her boat had gone and it was clear she had been abandoned in a hurry. The Captains chronometer, sextant, Navigation Books and most of the ship's papers were missing. The log book had been entered up to November 24th and the log slate showed that the last observation had been made at 8am on November 25th. There were no signs of violence and no half-eaten meals on the tables, both fictions which led to extravagant speculation. The fore-hatch had been removed probably to ventilate the cargo hold, a normal precaution with a cargo of crude alcohol.
Later, when the ship was unloaded in Genoa nine barrels were found to be empty having apparently leaked during the voyage. This may explain what happened. Fear of fire or explosion may have caused the captain to abandon the ship temporarily but with the worsening weather he and his companions were swept away and lost. Weather reports of November 25th support this theory.
The Mate and two seamen from the DEI GRATIA sailed the MARY CELESTE into Gibraltar and Captain Morehouse received a salvage reward of £1,700.
On January 3rd 1885 the MARY CELESTE under new ownership was wrecked on Roskell's Reef near Miragoane. Haiti on a clear day and in a calm sea. The reef was marked on charts and clearly visible. None of the crew of 7 were lost.
from Charles Hocking's Dictionary of Disasters at Sea
Eastern Daily Press Monday 27th September 2004
" Delving Deep in Book for Divers"
The EDP published an article relating to the book "The Ship-Wrecks off North East Norfolk". Two vessels were mentioned, The ENGLISH TRADER and the ELENI V whose details are below.
The ENGLISH TRADER was built in 1934 as the ARCTEES by the Furness Ship Building Co., Haverton-Hill-on Tees for the Arctees Shipping Co. She was 3,953grt and measured 362x57x23feet. In 1936 she was purchased by the Trader Navigation Co. Ltd and renamed ENGLISH TRADER. In January 1937 she became stranded at Dartmouth, Devon and was salvaged by cutting off the bows forward of the fore mast (see photo in EDP). A new forepart was built and she resumed trading in April 1937. On the 26th October 1941 when on passage from London to Mombasa with 7,000 tons of general cargo which included watches, tractors and Andrews Liver Salts she drove ashore seaward of Haisboro Sand in a full gale and became fast on Hammonds Knoll. The Cromer lifeboat H F BAILEY was launched. On arriving at the ship the first attempt at rescue failed and Cox'n Blogg stood off for two hours before making a further attempt. This too failed and the lifeboat capsized in the heavy seas throwing Cox'n Blogg and the second coxswain overboard. Both were saved and a third attempt to rescue the 44 men trapped was made. This was successful. 5 men perished however including Walter Allen, the signalman of the lifeboat in what Cox'n Blogg declared the most appalling rescue he ever had to face.
The H F BAILEY is preserved at the LifeBoat Museum Cromer. A visit is well worth while in order to see just how small the Lifeboat is and to understand the tremendous courage and tenacity of Cox'n Blogg and his crew.
This article was repeated in the North Norfolk News on Thursday 30th September 2004
MV ELENI V
Built in 1958 by John Brown and Company, (Clydebank) Ltd, for the Scottish Tanker Co, Ltd (British & Commonwealth Shipping Group) as the "SCOTTISH PTARMIGAN". She was powered by 2SA 6cyl oil engines manufactured by John Brown. In 1968 she was sold to Liberian Flag operators Compania Naviera Alheli SA Monrovia and renamed "MARKAB" In 1970 she was purchased by N J Vardinoyannis of Greece who renamed her "ELENI V". (the V standing for the owners name and not the Roman numeral five)
On the 6th May 1978 when on passage from Rotterdam to Grangemouth with a cargo of 16,000 tons of heavy fuel oil she was in collision in thick fog with the French Bulk Carrier "ROSELINE", 16,023grt built in 1974 and owned by Union Industrielle et Maritime, Dunkirk 1½ miles from the South Haisboro' Buoy. The "ELENI V" was sliced in two through her pump room which left most of the oil storage tanks intact. Fortunately her entire crew of 39 were rescued by other vessels in the area.
The After part was towed to Rotterdam and berthed at Europort but the forepart rolled over and drifted off. A search was mounted and the forepart was located by the Trinity House Tender "MERMAID" and a line made fast by the Yarmouth Tug "HECTOR READ" and towed 10 miles off shore. Due to the oil leaking from the bows and considering the threat to Norfolk and Suffolk beaches a Royal Navy team of divers using 2½tons of explosives blew the bows up 25 miles offshore.
The Fate of the BEHAR
At the beginning of March 1944 the Japanese sent out a small squadron of three cruisers from Singapore to raid shipping in the Indian Ocean. Vice-Admiral Takasu was in over-all command and his orders to his Captains were that they take no prisoners. On the 9th March, one of the cruisers, the TONE sank the Hain Line SS. BEHAR. 80 survivors were picked up and taken to the cruiser where in accordance with orders 65 of them were killed. The remainder of the prisoners escaped with their lives and at the conclusion of the war with Japan information was given to the Allied Authorities. Investigations were made and as a result the Captain of the TONE was tried and sentenced to a long term of imprisonment.
The BEHAR was the last Allied merchantman to be sunk by surface raider in the Second World War.
from Charles Hocking's Dictionary of Disasters at Sea
H.M.COASTGUARD
The Coastguard was originally created in the 18th Century as the Preventive Water Guard, charged with the apprehension of smugglers. Smuggling had become rife due to the heavy taxes imposed on imported goods in order to fund the war against the French. For many In East Anglia smuggling had become a way of life. In 1821 it was decided to incorporate the Water Guard with The Board of Customs, The Revenue Service and the Riding Officers, into one service, The Board of Customs Coast Guard. Ten years later, The Board of Customs Coast Guard replaced other preventive measures such as the Admiralty's Coast Blockade for the entire coastline of the British Isles. The Admiralty was given the right to appoint officers and boatmen from discharged Naval crews. This created a situation where a pool of competent seamen existed should there be a further call to war. Within a short space of time the Coast Guard had proved their worth with a huge reduction in smuggling although reduced taxes and the cessation of war helped. They were trained as a semi military force with the intention of providing a first defence against invasion, as well as taking charge of wrecks and saving life at sea.
By the early 1900's the Coastguard had become a very important and vital asset to seafarers. With many look out posts positioned round the coastline.
They provided visual signalling and telegraphy, both for the Admiralty and Post Office.
Reported fleet movements,
Rendered mines safe,
Undertook recruitment for the Royal Navy,
Reported changes in navigation marks to the Hydrographer and Trinity House
Searched vessels,
Kept shipping statistics
Patrolled the coast
Supervised discharge of cargoes
Collected dues from coastal vessels
Assisted ships in distress
Acted as receiver of wreck
Operated life saving apparatus and passed distress calls to the RNLI
Enforced quarantine regulations
With the arrival of radio, radar and other aids to navigation the need for Coastguard stations and look out posts around our coastline gradually diminished but their role in ensuring safety of life at sea is as important as ever.
The Strange Adventures of the SS ROSLEA
The SS ROSLEA 642grtwas built in 1904 by Ailsa Shipbuilding, Troon for John Hay & Co., Glasgow as THE MONARCH. In 1927 she was purchased by R & D A Duncan of Belfast and renamed ROSLEA. Williamstown Shipping of London bought her in 1940 and kept her name. On the 28th October 1941 she left Lowestoft for Hartlepool in a gale during which her steering failed. She steamed through the British Mine Barrier on an Easterly course until she ended up off the Belgian coast where she was driven ashore. She was refloated by the Germans and used by them until September 1944 when she was scuttled at Havre. She was refloated by French salvors in 1947 and taken over by Societe des Transportes Maritime de la Basse-Seine, Havre and finally scrapped at Grays, Essex towards the end of 1952.
WRECK LAW
There are three main laws which apply to ship-wrecks: The Merchant Shipping Act 1995. The Protection of Wrecks Act 1973 and the Protection of Military Remains Act 1986
Merchant Shipping Act 1995
All wreck material which comes from UK territorial waters and any wreck which is landed in the UK from outside UK territorial waters must, by law, (section 236 of the Merchant Shipping Act 1995) be declared to the Receiver of Wreck
Wreck is defined as anything which is found in or on the sea or washed ashore from tidal water. All items which are raised, regardless of age or importance, must be reported to the Receiver of Wreck.
Finders who report their finds to the Receiver of Wreck have salvage rights. The Receiver of Wreck acts to settle questions of ownership and salvage.
This part of the 1995 Merchant Shipping Act is administered by the Maritime & Coastguard Agency through the Receiver of Wreck.
Protection of Wrecks Act 1973
The Protection of Wrecks Act (section 1) is designed to protect wrecks which are of historic, archaeological or artistic importance. Diving is prohibited on wrecks protected under this legislation and there is an exclusion zone around the designated site.
Section 1 of this Act is administered by the Department of Culture, Media & Sport.
Under section2 of the Protection of Wrecks Act vessels are designated as being dangerous by virtue of their contents. There is a strict no entry policy. This is in the interest of safety of both divers and members of the public.
Section 2 of this Act is administered by the Maritime & Coastguard Agency through the Receiver of Wreck.
Protection of Military Remains Act 1986
The Protection of Military Remains Act deals with military remains of both aircraft & ships. All military aircraft are automatically designated under this legislation.
Vessels may be designated under this Act either as a Protected Place or as a Controlled Site. Divers may visit a Protected Place on a "look but don't touch" basis. Divers are prohibited from visiting Controlled Sites.
This Act is administered by the Ministry of Defense (RAF for aircraft, Navy for vessels)
At the time of writing there are no Protected Places or Controlled Sites for the vessels covered by the Book "The Ship-wrecks off North Norfolk.
Should the situation change then details will be carried on our web site.
The Maritime & Coastguard Agency
On June 20th 1918 the SS LLANDOVERY CASTLE belonging to the Union Castle line, built in 1914 of 11,423grt and converted to a HOSPITAL SHIP left Halifax for Liverpool with 258 persons of whom 94 were medical officers and nurses of the Canadian Medical Service. At 9.30 on the evening of June 27th while clearly displaying her illuminated red cross signs she was torpedoed without warning and sank in ten minutes. Her position at the time was about 114 miles West of Fastnet. Captain Sylvester in command got his boats away as quickly as conditions would allow. The weather was fine and rescue within the next few hours was a reasonable expectation. This hope was dashed when the submarine surfaced and deliberately fired 12 rounds at the lifeboats. At dawn only one lifeboat containing 24 survivors remained afloat.
The submarine was the U-86 commanded by Captain Patzig. Of those aboard the Llandovery Castle 234 souls were lost in what must be considered a horrific war crime
What of the U-86? She surrenderd after the war but sank off the East Coast on the way to being broken up on the 20th November 1918. One hopes a similar fate befell Captain Patzig!
The Power of the Press
The following appeared in the London Times of the 13th April 1803;
2nd April. (HMS) L'Aigle's press gang. A Fifth Rate, the 36 gun frigate L'Aigle, Captain Wolfe, was ordered to Portland Roads on impress service and on this Saturday evening Captain Wolfe ordered his press gang to go aboard vessels lying in the Roads and impress seamen who however did not hang around but escaped on shore. Later that same night a press gang consisting of Captain Wolfe, Lt. John Hastings and John Fortescue Morgan together with twenty seven marines and as many sailors proceeded to the village of Chesilton where they impressed Henry Wiggot and Richard Way without any interruption whatever. Nevertheless the people of the village took fright and fled to the hamlet of Easton near the centre of the island where they made a stand at the pond. The press gang followed them the two or three miles to Easton where the captain took a man by the collar. The man pulled back at which the captain fired his pistol at the sound of which the lieutenant of marines ordered his men to fire, which being done, three fell dead, being all shot through the head; Another man was shot through the thigh and a young woman was shot in the back from which the ball could not be extracted and who was believed to have little hope of recovery.
At the coroner's inquest held a week later at Weymouth the jury returned a verdict of wilful murder against Captain Wolfe, his officers and those men who had been members of the press gang.
At the beginning of August at Dorchester Assizes, Captain Wolfe, his officers and seven men were tried for the murder of those who were killed by his press gang. They were all honourably acquitted.
East Dudgeon Light Ship
That between 9am on the 29th and noon on the 30th of January1940, heavy German air raids took place over the 400 miles of the British coastline between Kent and the Tay. Anything that appeared off shore was attacked including light ships The EAST DUDGEON Light Vessel became a casualty of this onslaught. The crew of eight took to their lifeboat but only one, John Sanders of Great Yarmouth survived, their boat having been caught in heavy surf off shore. He later said that initially they were not alarmed when a bomber flew overhead as previously the pilots had ignored them and in some instances waved. This time however a bomber dived on the ship firing machine gun bullets at them and dropped nine bombs the last of which hit the light vessel. They took to their lifeboat at approximately 1430hrs but on nearing the shore the boat capsized throwing them all into the water. Among the vessels attacked were the tankers the ATHEL MONARCH and BRITISH OFFICER and the Latvian freighter TAUTMILA. Although the British ships survived the TAUTMILA was set on fire and eventually drifted ashore on the coast. The 4,687ton British vessel OTTERPOOL was also attacked but despite 10 bombs falling close to her and being sprayed with machine gun fire she also survived. British vessels reported lost were the STANBURN 2,882grt, the LEO DAWSON 4,330grt, the VOREDA 7,216grt and the HIGHWAVE 1,178grt.
H.M.S LI WO
Was a passenger steamer on the Upper Yangste River. Built in 1938 of 700 grt she was owned by the Indo China Steam Navigation Co., Ltd., of Hong Kong. In 1940 she was requisitioned by the Royal Navy as a Patrol Vessel. On the 13th February 1942 she left Singapore en route for Batavia with a complement of 84 officers and men plus one civilian. The crew were mainly made up of survivors from other vessels with a number of Army and RAF personnel. Her armament consisted of one 4inch gun for which she had 13 practice rounds and two machine guns.
Singapore surrendered to the Japanese on February 14th so this gave the LI WO the dubious honour of being the last vessel to leave.
Since leaving the LI WO had beaten off four air attacks and had suffered considerable damage.
On the 14th of February two enemy convoys were sighted one of which was escorted by heavy naval units including a cruiser. The Captain of the LI WO gathered his crew together and informed them that rather than try to escape he would engage the enemy. It is reported that the entire crew agreed with his decision.
H.M.S LI WO hoisted her battle ensign and steamed into the attack. After a little over an hour the LI WO had been critically damaged and was sinking. A decision was made to ram a large transport which was later believed to have sunk.
With no ammunition left, the Captain, Lieutenant Wilkinson gave the order to abandon ship. He remained on the bridge. There were only ten survivors who were made prisoners of war.
On December 17th 1946 Sub-Lieutenant G G Stanton RNR who was the only officer to survive was awarded the DSO. Acting Petty Officer Arthur William Thompson the CGM, Leading Seaman Victor Spencer and Able Seaman Albert Spendlove the DSM.
Lieutenant Thomas Wilkinson RNR was awarded the Victoria Cross.
The Worlds Worst Maritime Disaster
On the 30th January 1945 as part of Operation Hannibal Germany's largest remaining Liner, The WILLHELM GUSTLAFF built in 1938 of 25,484grt measuring 684x77x27ft and up to this time used as a submarine accomodation ship, left Gotenhafen (Gdynia) with refugees from East Prussia following the Russian Invasion. Although designed to take about 2,000 passengers she left port with up to 9,000 people aboard.
Shortly after leaving she was torpedoed by the Russian Submarine S13 and sank with the loss of 7,000 souls.
The Russians are still adamant that those on board were Nazis and submariners and the vessel was therefore a "Legitimate" target.
The Captain of the Russian Submarine was denied recognition until 45 years after the event at which time he was made a Hero of the Soviet Union, posthumously.
The following comments are made concerning the vessel in Talbot-Booth Merchant Ships 1942
Twin Screw Motor Vessel built for the Strength-through-Joy movement and managed by the Hamburg Sudamerikanische Co. She can accomodate 1,500 workers and her vast unencumbered decks provide unequalled facilities for sport and recreation. No doubt she would prove useful as troop-carrier if need arose, or even as an aircraft carrier if strengthening to the decks was put in. She has 2 sets of 2 cycle 8 cylinder single acting Blohm & Voss engines which give her a speed of 15½ knots, and all her auxiliaries are electric.
DEMS
