wrecks in 1916

Diary of the War No.18

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The Algerian

For the first post of 2016 I am delighted to welcome our guest blogger, Amelia Astley, a PhD student at the University of Southampton, who has specialised in the study of shipwreck site formation processes through the use of multibeam bathymetry time-series. Here she describes one of the wrecks she has studied, the Algerian, lost a century ago on 12 January 1916.

Life of the Algerian

The Algerian, originally named Flintshire, was built in 1896 by the Sunderland Shipbuilding Company and made up part of the Shire Line [1]. She had a tonnage of 3815grt, length of 111m, beam of 13m and a service speed of 10 knots [2]. Following 21 years of service she was bought by the Royal Mail Steam Packet Co., where she remained for six years, before being purchased by the Ellerman Line Ltd. for their Levant service, under the name Algerian.

Black and white photograph of a ship with the name Algerian in letters beneath the bows,
A photo of the Algerian. [3]
Fate of the Algerian

At 8.20am on the 12th January 1916 the Algerian departed from Cowes Road, Isle of Wight, heading for Avonmouth [4]. After travelling just 26km along her 600km journey, at 10:15am, she hit a mine 4km southwest of the Needles.  It was later determined that this mine had been laid by the German submarine, UC-5, almost three months earlier [5]. The contact mine exploded on her starboard side, abreast of No. 2 hatch [6]. All of the crew bailed into three lifeboats. However, after realising the vessel wasn’t sinking, the captain and a few other members of the crew re-boarded [4]. For now the flooding was contained to just holds No. 1 and No. 2.

Three Admiralty armed drifters responded to distress signals, as well as the SS Warden, a Trinity House vessel, which assisted in the tow for Southampton, as did the tug Walvisch. By 2pm the vessel was approaching the boom defence near Cowes [4]. The tide was running strong and there were concerns that the Algerian was set on course to collide with the boom vessel Magda. As a result the Algerian was ordered to drop anchor.

Colour map of the Solent with purple line showing outbound voyage and yellow line depicting inbound voyage, with terminal points marked by a mine symbol and a wreck symbol representing the location where the vessel struck the mine and where she sank.
Route of the final voyage of the Algerian, showing the mine laid by UC-5, and the final wrecking position.

The No. 1 bulkhead finally gave way as the ship came to a standstill (it is not known whether or not this was a direct result of letting the anchor go). Attempts were made at securing tows to the beach, but these failed as the ship started to rapidly sink, bows first, causing the crew to again abandon ship. The vessel sank on her port side into a deep water channel to a depth of 22m just one mile off Egypt Point at a time of 2:30pm [6].  Fortunately all crew made it off the ship safely and the ship was in ballast at the time, so there was no cargo to retrieve [1].

Originally a diver was to be sent down to the wreck to ascertain the cause of the explosion (it was not yet confirmed to be a mine). However, the loss of the HMT Albion II to a mine near the Needles the following day is thought to have satisfied the Admiralty that a mine was the cause, since there is no record of a diver ever visiting the wreck [4]. The wreck, like many others, lay undisturbed until the end of the war.

A series of attempts were made to disperse the wreck throughout the 1920s and her structure was reduced in height by approximately  6.5m [7]. Although the ship had a beam of just 13m, the wreck structure in 1978 measured 30m wide[7], suggesting that the ship lies directly on her side, and is consistent with the vessel’s hull depth of 28m.

Present day

The wreck of the Algerian is situated approximately 1.25km northwest of Gurnard, Isle of Wight, at a depth of 20 to 22m below chart datum and is aligned 61/241° (with its bow towards the north-east). The wreck structure measures 107m long, 28m wide and stands proud of the seabed by 5.8m at its highest point.

Location map of the Algerian, seen as a black star, with the land on either side illustrated in black and white, and the surrounding seabed depth illustrated by different colours shading from red at the shallowest to blue at the deepest.
Location map of wreck of the Algerian and the location of the nearest Tidal Diamond and Wave Buoy, overlain on 2006 and 2011 MCA multibeam bathymetry (Contains public sector information, licensed under the Open Government Licence v2.0, from Maritime Coastguard Agency).

Five high-resolution multibeam bathymetry surveys spanning three years have been collected using the University of Southampton’s vessel Callista. These multibeam bathymetry time-series are used to study the evolution with time of the wreck structure and surrounding seabed. The site is remarkably sheltered and is situated on a bed made up of coarse gravels, which require strong currents to be transported. As a result the wreck site has undergone little change over the three year (2012 – 2015) observation period.

Nevertheless, divers have observed that the wreck frequently acts as a nucleus for the collection of traffic cones, patio chairs, drinks cans and other debris. [8]

Computer-generated image of the wreck site on the seabed, showing a jumbled mass of darker metal in grey against a grey background of sandwaves.
Point cloud image of the wreck with sunlight shading, seen from the northern side of the wreck, derived from the 2015 survey. © Amelia Astley, University of Southampton

 

References

[1]         Tennent A J. British Merchant Ships Sunk by U-boats in World War One. 2nd ed. Penzance: Periscope Publishing Ltd; 2006.

[2]         Merchant Navy Association. Shire Line 2015. http://www.red-duster.co.uk/shire7.htm (accessed May 1, 2015).

[3]         PhotoShip. Album: Old Ships A 2015. http://www.photoship.co.uk/JAlbum Ships/Old Ships A/index12.html (accessed March 20, 2015).

[4]         Maritime Archaeology Trust. Forgotten wrecks of the First World War: SS Algerian 2015. http://www.forgottenwrecks.org/index.php/forgottenwrecks/casestudywrecks/ss-algerian (accessed May 1, 2015).

[5]         Naval staff monographs (Historical). Volume XV. Home waters – part VI. From October 2015 to May 1916. London: Admiralty; 1926.

[6]         Larn R, Larn B. Shipwreck index of the British Isles: Hampshire, Isle of Wight, Sussex, Kent (Mainland), Kent (Downs), Goodwin Sands, Thames. London: Lloyd’s Register of Shipping; 1995.

[7]         United Kingdom Hydrographic Office (UKHO). Hydrographic Office wreck index: Algerian (013503820). n.d.

[8]         pers. comm., Wight Spirit Diving Charters, 2015

 

 

No.81 Gallipoli

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Diary of the War No.9

To commemorate the centenary of the Gallipoli landings, which commenced on 25 April 1915, today’s post takes as its theme two wrecks in English waters: one which participated in those landings, and another transporting Anzacs (Australian and New Zealand Army Corps), so closely associated with the Gallipoli campaign.

Colour poster of a swimming man, captioned 'It is nice in the surf but what about the men in the trenches'
‘Win the War League’ poster promoting Australian recruitment during the First World War. IWM PST 12232. http://www.iwm.org.uk/collections/item/object/25051

The Fauvette was constructed in 1912 for the General Steam Navigation Company, and employed on the London-Bordeaux run, from which she evacuated British nationals when war broke out. Like so many other civilian vessels, she was requisitioned for war service, becoming HMS Fauvette in February 1915, and heading straight for the Dardanelles. By April 1915 she was carrying stores for the Allied landings. On 21 April, the crew of HMS Fentonian, a requisitioned trawler, had difficulties offloading Fauvette‘s buoys: ‘the sinkers were enormous blocks of cement weighing 35 cwt.’ (1) Fauvette continued to see service in and around Gallipoli, Mudros and Suvla Bay until the following year.

On her return to England on 9 March 1916 she struck two mines laid by UC-7 approximately 1.75 miles NE of the North Foreland and sank with the loss of 14 lives. Her position has been securely recorded since 1916 and she was earmarked for post-war dispersal, achieved by 1921. She lies within half a mile of the Emile Deschamps, whose story is told in a previous post, also mined close to home but in a different war.

A few weeks later, 25 April 1916 saw the first Anzac Day commemorating the contribution of Australian and New Zealand troops in the ill-fated Gallipoli campaign. Ironically, it was on the second Anzac Day on 25 April 1917 that today’s second featured wreck was lost. The Ballarat, a P&O liner built for the Australian emigrant service, was another requisitioned ship, serving as a trooper, shuttling to and from Australia.

On her final voyage the men were being mustered for an Anzac Day service when a torpedo, or “Tinned Fish” as one survivor put it, struck her aft on her port side, tearing off her propeller. (2) She began to settle by the stern, so the order was given to abandon ship, but when the engineer reported that the vessel was capable of limping on, the men were recalled and volunteers requested to man the stokehold. As luck would have it, the Ballarat was carrying men of the Railway Operating Division, who were well used to stoking steam engines, albeit on the rails rather than on the high seas!

However, the engine was flooded, so once more all were lined up to abandon ship. Well over 1,500 people were safely evacuated, including the hospital cases: the Times reported that the two nurses and three chaplains aboard assisted the men to fasten their lifebelts. The parade itself, and the continuous boat muster drill they had practised during the voyage, could be said to have prevented this from becoming another tragedy of the Great War. The men were allowed to take photographs, including one extraordinary view of serried ranks of soldiers awaiting evacuation and during the evacuation itself, leaving behind a well-documented wreck. Efforts to save the ship continued, and she was taken in tow, only to sink 7 miles SW of the Lizard, Cornwall.

Wartime censorship meant that the loss was only officially announced on 2 May. The press and the Australian High Commission praised the orderly evacuation, and the sang-froid of the survivors who sent ‘representatives to London to get a souvenir of the event printed in the form of the last number of the Ballarat Beacon, which was being distributed when the ship was torpedoed.’ (3) And a final word: the Times took care to note that 15 of those rescued were also survivors of the ordeal at Gallipoli.

More Gallipoli news: Historic England has just listed war memorials associated with Gallipoli.

Hand-drawn black and white magazine cover depicting the Ballarat steamship at sea, flanked by two beacons, and a cartouche in contemporary lettering with the title 'The Ballarat Beacon'
Front cover of the Ballarat Beacon, Vol.1, No.1, 1917, National Library of Australia, http://nla.gov.au/nla.cat-vn3304869

(1) “Dardanelles: Narrative of Mine-Sweeping Trawler 448, Manned by Queen Elizabeth: the landing at “Z” Beach, Gallipoli” Naval Review, Vol.IV, No. 2, 1916, pp185-197. URL: http://www.naval-review.com/issues/1910s/1916-2.pdf 

(2) Memoirs of Hector Creswick, 15 Company Railway Operating Division, http://www.australiansatwar.gov.au/stories/stories_war=W1_id=103.htm

(3) The Times, No.41,468, 3 May 1917, p6

No.78 U-8, Straits of Dover

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Diary of the War No.8

On 4th March 1915 the first confirmed loss of a German U-boat in English waters during the war took place with the capture of U-8 off Dover, the culmination of a hunt that began when she was spotted in the Channel by HMS Viking. Viking opened fire, forcing U-8 to submerge but not without returning fire with a torpedo which missed its target, and U-8 was lost to sight.

Black and white illustration of U-8 submarine on the surface being approached by a destroyer, the crew assembled on the conning tower appealing for help.
Postcard of a contemporary illustration of U-8 being approached by a British destroyer. It is a work of subtle, as well as overt, propaganda, the text being complemented by the viewpoint from the side of a British destroyer, her lifeboat hanging from its davits, suggesting British humanity in coming to the rescue of an enemy crew appealing for help. By courtesy of Mark Dunkley

As the submerged U-8 continued on her way through the Straits of Dover, she became enmeshed in an anti-submarine net barrage. The requisitioned drifter Roburn spotted movement in the nets, and alerted the destroyers of the Dover patrol for assistance. The destroyer Ghurka* towed an anti-submarine sweep wire. These wires were fitted with explosive charges which detonated on contact with the target. Successful contact forced U-8 to the surface, whereupon Ghurka and Maori opened fire.

The crew were taken off and an attempt was made to tow the submarine back to Dover, but she foundered approximately one and three-quarters of a mile west of the southernmost tip of the Varne Bank, where she has now been positively identified by internal features.

The rescued crew, now firmly in British custody, were lined up at Dover on arrival. As the Daily Telegraph for 6 March 1915 (p9) had it: “The Germans were for the most part sturdily-built fellows – no doubt the pick of the German naval service mans the submarines”. The prisoners were marched through the town, escorted by the garrison of the Castle, and a crowd of local sightseers curious to see the enemy, to the Castle itself.

A view of Dover Castle on top of the hill, with the town below.
Dover Castle viewed from the High Street, Dover DP049659 © English Heritage Picture Library

The official Admiralty communiqué quoted in the paper gave away few details, stating only that U-8 had been sunk in the Channel off Dover, but the human interest aspect of the prisoners’ reception more than made up for it, as did the speculation over the intelligence value of the submarine (p8) and what it was thought to reveal about the U-boat war.

As for Roburn and Ghurka, they resumed their successful patrols off Dover, but they, too, were destined to fall victim to enemy action in the Straits of Dover. Roburn sank on 27 October 1916, after being shelled in a Channel raid by German torpedo boat destroyers. She was lost together with a Tribal class destroyer, which formed the nucleus of the Dover Patrol (Ghurka, Maori and Viking, as their names implied, were also Tribal class ships). Ghurka herself was mined on 8 February 1917 off Dungeness, and is one of those vessels whose remains are designated under the Protection of Military Remains Act.

The seabed of the Straits of Dover reveals a common heritage of sunken British and German vessels, a memorial to the warfare on the surface a century ago.

*not a misspelling: she was indeed Ghurka, rather than Gurkha.

28. A Tourist Attraction

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A copy of her own article sent in by a member of the public sent me on a very interesting trail this week, updating our records for surrendered U-boats.

During the period 1919-1924 a number of surrendered U-boats were lost under tow en route to the breakers or destined for French service as part of war reparations, or sometimes just stripped and abandoned.

Today’s wreck is the U 118 in April 1919, as plenty of images survive of her wrecking. Both she and another U-boat were under tow from Harwich to Cherbourg under the escort of the French destroyer François Garnier when they both broke tow and went ashore in different places either side of Beachy Head. The François Garnier requested permission to try and sink the clearly floundering U 118 by gunfire, but whether U 118 washed up at Hastings before this could happen, or whether their efforts to sink her were unavailing, is unclear.

This was just one of many wreck incidents of all kinds which became tourist attractions in their own right, and it took place just before Easter 1919. Of course souvenirs were taken . . . ! She was the subject of many postcards charting her deterioration as she keeled over on the shingle ridge and was broken up in situ. The most interesting is an aerial view, which we take for granted nowadays, but think back to 1919, and it must have been quite a novelty. I don’t know if ‘barnstorming’ was a popular activity as early as 1919, but by the 1920s it was a feature of the British seaside holiday (my Dad went up in a biplane at Clacton, aged 5, in 1927). I’d like to imagine that Hastings in 1919 was the place to go on your holidays, with a wreck as an added bonus!

Quite often, the U-boats’ precise identity wasn’t really uppermost in the minds of people who were simply determined to scrap them, with further information being lost as they have passed out of living memory. There is some argument as to the identity of the second U-boat, which stranded by the Seven Sisters cliffs west of Beachy Head, although I think that a contemporary Times report identifying it as UB-121 has some weight. Whichever one it was, it smashed straight into the remains of the Oushla, which had stranded in the identical spot in 1916. Have a look at the picture gallery for the Oushla here.