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 WRECK ON THIS DAY... GMT+1   wreck
02/10/1917 Drake HMS [+1917] wreck
Drake HMS [+1917]On October 2nd, 1917, the U-Boat U-79 located HH24 in the early morning, found HMS Drake in her sight and fired one of her compliment of four torpedoes, the resulting explosion killed 19 seamen though the cruiser remained afloat. After the attack and as normal procedure, the convoy dispersed - the remaining naval and auxiliary escorts including the HMS Brisk, a type H (Acorn) destroyer, were deployed to follow up on the dispersed ships, some through Rathlin Sound and others in the North Channel. The 2,372 ton S.S. Lugano, loaded with cotton and steel from Virginia came into the Sound and was hit on her starboard side by one torpedo fired from U79, the explosion ripped a large hole in the hull resulting in her sinking rapidly, though with no loss of life. Shortly afterwards HMS Brisk following up on her charges made a sweep up the Sound and was hit by one torpedo amidships causing a catastrophic explosion which broke her in two, the bow section sank in the Sound and the stern section was eventually towed into Londonderry - the explosion killed thirty-one seamen. Both the Brisk and Lugano lie within 3km of each other - although there is no evidence to say that U79 torpedoed HMS Brisk, the close proximity of the two attacks would suggest that she may have lay in wait and done so. If so it would have been a major achievement for an U-Boat Captain to claim a Cruiser, Destroyer and a 2,350ton Merchant ship within a few hours of each. The crippled Drake under the command of Captain S. H. Radcliffe was escorted into Church Bay by H.M.S. Martin and other auxiliary ships where she was anchored. There were suggestions that to save her an attempt was going to be made to beach her in Church Bay, unfortunately the degree of list became critical and she was abandoned to capsize in eighteen metres of water a few hundred metres from the shore. There were no casualties as a result of the capsizing and the Admiralty announced her loss on October 4th, though no reference was made to HMS Brisk.
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02/10/1942 Curacoa HMS (D41) [+1942] wreck
Curacoa HMS (D41) [+1942]HMS Curacoa was a World War I light cruiser of the "C" class, named after the island in the Caribbean Sea more usually spelled Curaçao. She was part of the Ceres group of the C-class of cruisers. She became one of the major accidental losses of the Royal Navy during World War II. The wrecksite is designated as a protected place under the Protection of Military Remains Act 1986. On 2 October 1942 she was engaged in convoy escort duties with the ocean liner RMS Queen Mary. Both ships were plotting zigzagging about 60 km north of Ireland, the Queen Mary cut across the path of Curacoa with insufficient clearance. The Queen Mary struck her amidships at a speed of 28 knots, cutting the Curacoa in two. Separated by about 100 yards, she sank instantly with 338 casualties.
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02/10/1942 Lord Stonehaven HMT (FY187) [+1942] wreck
Lord Stonehaven HMT (FY187) [+1942]Lord Stonehaven. Sank during E-boat attack off Eddystone, English Channel.
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02/10/1944 Fjordheim SS [+1944] wreck
Fjordheim SS [+1944]Delivered in Oct.-1930 from Swan, Hunter & Wigham Richardson Ltd., Sunderland as Fjordheim to D/S A/S Theologos (N. Røgenæs), Haugesund. Tonnage as above, 324.8´ x 51.5´ x 23.7´, triple exp. & LT turbin (N. East. Mar. Eng.) Fjordheim joined the westbound Convoy ON 251. Torpedoed by U-482 (Matuschka) on Sept. 2-1944, voyage from Swansea and Belfast Lough for Halifax with a cargo of 4000 tons anthracite (having departed Swansea on Aug. 29, Belfast on Sept. 1). The torpedo hit on the starboard side aft at 23:40 ship´s time, between hatches No.´s 4 and 5, blowing the hatches to pieces and filling the deck with water and coal. She immediately started to sink by the stern, all 4 lifeboats were manned and launched and had gotten away from the side of the ship, when 6 minutes after the torpedo had struck the boilers exploded and she sank.
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02/10/1942 Lisbon Maru [+1942] wreck
Lisbon Maru [+1942]Lisbon Marus SS was a Japanese transport vessel of 7,053-tons, carrying 1,816 British and Canadian prisoners of war from the Shamshuipo POW camp at Hong Kong to Japan, was torpedoed by the US submarine Grouper about six miles off Tung Tusham Island on the Chinese coast. The prisoners were contained in three holds which soon became foul with the stench of sweat, excreta and vomit. Many lost consciousness through thirst, lack of fresh air and extreme heat. Men were reduced to licking the condensation from the sides of the ships hull. A bucket of liquid was lowered by the guards and thirsty men rushed to grab it, only to find it was filled with urine. On top deck were some 778 Japanese military men on their way home to Japan. At 7 o´clock in the morning, the torpedo struck, severely damaging the ship but causing no casualties among the prisoners. Soon a Japanese ship, the freighter Toyukuni Maru came alongside and took on board all the Japanese soldiers but none of the Allied prisoners. The Lisbon Maru was then taken in tow heading for Shanghai, but some hours later the ship, now low in the water, began to sink by the stern. Prisoners in Number 3 hold were unfortunately below the waterline and now beyond rescue. Some prisoners in the other two holds managed to break free but were shot down as they emerged. Another four Japanese ships appeared on the scene and some escaped prisoners, swimming in the water, managed to reach the dangling ropes and started to climb aboard only to be kicked back into the water when within a few inches from the deck. Eventually, most of the surviving prisoners were taken on board the four ships and taken to Shanghai where thirty-five sick and wounded were unloaded. A few however, managed to swim away from the Lisbon Maru and were rescued by Chinese fishermen and taken to a group of small islands near by (Sing Pan islands). At Shanghai, a roll call accounted for 970 men, a total of 846 had perished, 154 were from the Middlesex regiment. Of the 970 survivors, some 244 died during their first winter in the Japanese camps. The ´Lisbon Maru´ was not marked in any way to indicate that she was carrying prisoners of war but as she was armed and carried Japanese troops the ship was a legitimate target. (Among the 1,780 graves in the Sai Wan Bay cemetery are the graves of those who lost their lives in this tragedy)
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02/10/1916 Rigel (+1916) wreck
Rigel (+1916)Rigel, built by D. & W. Henderson & Co. Ltd., Glasgow in 1916 and owned at the time of her loss by French navy, was a French sloop of 1250 tons. On October 2nd, 1916, Rigel was sunk by the German submarine U-35 (Lothar von Arnauld de la Perière), about 150 miles east of Cape Palos. There were no casualties.
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02/10/1941 Tuva MV (+1941) wreck
Tuva MV (+1941)On October 2nd, 1941, US destroyer USS Winslow (DD-359), in screen of convoy ON 20, is detached from TU 4.1.3 to proceed to the assistance of Dutch motor vessel Tuva, torpedoed by German submarine U-575. Although Winslow finds the freighter still afloat, the destroyer depth charges a doubtful submarine contact in the vicinity and upon her return is unable to locate any survivors. Winslow rejoins ON 20 the following morning. The Dutch freighter's crew, however, is apparently rescued by another ship. Only one man missing from among the complement of 35.
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02/10/1942 Curacoa HMS (D41) [+1942] wreck
Curacoa HMS (D41) [+1942]On 2 October 1942, 30 miles north of the coast of Ireland HMS CURACOA was escorting the ocean liner RMS QUEEN MARY who was carrying 10,000 American troops of the 29th Infantry Division to join the Allied forces in Europe. RMS QUEEN MARY was steaming at 28 knots in an evasive zig-zagging course, but HMS CURACOA with her ageing engines, could not keep to the same zigzag pattern and was following a straight course. At 2:15 PM QUEEN MARY rammed HMS CURACOA, striking her amidships and cutting her in two. HMS CURACOA sank in six minutes, about 100 yards from the Queen Mary. Due to the risk of U-boat attacks, the QUEEN MARY did not assist in rescue operations and instead steamed onward with a damaged bow. Hours later, the convoy's lead escort, consisting of HMS BRAMHAM (L51) returned to rescue 99 survivors from the HMS CURACOA's crew of 338, including her captain John W. Boutwood.
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02/10/1999 Rachel Harvey MFV (J 91) [+1999] wreck
Rachel Harvey MFV (J 91) [+1999]Rachel Harvey departed Newlyn between 1100 and 1130 on 1 October with Six people on board She arrived at the fishing grounds at about 1400 and began hauling immediately. The wind was south-westerly force 7 and the sea was rough, but this was within her working limits.At 1900, after having hauled and shot about 600 pots, the skipper decided to halt the fishing and make passage to St Mary´s. He asked the crew to let him know who was to take the first watch; one fisherman volunteered. The skipper generally left it to the crew to establish their own watchkeeping roster. He considered all but one of the five crew members to be competent to keep a navigational watch.Using the GPS, the skipper selected the appropriate destination waypoint from the instrument´s memory and noted the course required. He then steadied the vessel on the course and engaged the autopilot. Next he switched on the track control system by selecting ´´Lo´´ using the interfacecontrol switch. With the track control system operating he handed the watch to F1, instructing that he should be called ten minutes before arrival at the waypoint. To enable him to prepare the meal, F1 arranged to call another fisherman (F2) before arrival. F2 was called at about 2010 when the vessel was still 35 minutes from the waypoint. He went directly to the wheelhouse and F1 started work in the galley, situated directly behind the wheelhouse. There was no handover between the two watchkeepers.F2 had navigated the vessel into St Mary´s Sound on several occasions during his six months service on Rachel Harvey. However, previously it had been daylight with reasonably calm conditions. The skipper always used the same waypoint, which was permanently stored in the GPS´s memory. When F2 came on watch, he noted a cross on the video plotter indicating Peninnis Head; he thought this was the waypoint towards which they were heading. He knew from his experience of previous passages that the waypoint appeared to be close to land. He considered that he needed to alter course slightly to port to clear the land. He turned the course selector knob and selected a new course, which he believed to be 10" further to port. F2 monitored the navigation using one of the two radar displays, both of which were aligned with the ship´s head up. One radar was set on the si-mile range scale, and the other was set on three.The force 7 wind was on the port bow and visibility was reduced in occasional rain and spray. F2 was Concerned that the wind would be pushing the vessel to the north. It was yawing in the rough conditions. F2 concluded that his alteration of course to port had been insufficient and that the vessel was still heading, and being forced, too close to the land. The land appeared on, or close to, the heading marker on the radar. Accordingly, he adjusted the course setter control further to port.F2 continued to monitor the navigation. He noted that the land appeared at close range on the radars, and he altered the range scale of one set from 6 miles to miles. He saw that the closest land was about a quarter of a mile away. F2 could see Peninnis Head light on the starboard bow, but he was still concerned, so he adjusted the course setter control further to port. He did not want to disturb either F1 or the skipper unnecessarily. He had always intended to call the skipper when the vessel was off Peninnis Head,and she was nearing that point. Soon afterwards something caused him to become very concerned, and he shouted to F1 to get the skipper. He looked out to starboard and saw breaking waves and rocks; a few seconds later the vessel was felt to judder as she grounded.The skipper and F4 had jumped out of their bunks. The skipper went to the wheelhouse and pulled the engine controls back. Looking out of the windows, he saw waves breaking over the bows. He lifted the engine room hatch in the wheelhouse, saw water in the engine room, and called for his shoes so that he could go down into the space to pump the water out. However, on looking out of the window again, he realised Rachel Harvey was sinking. He cancelled his request for shoes and told the crew to get their lifejackets.F1, F2 and F4 went down into the cabin to fetch their lifejackets, and to ensure that Andrew Dyson and F3 were awake.The skipper activated an automatic distress message using digital selective calling (DSC) on the main radio, and declared “ Mayday” on VHF radio Channel 16. The time was 2046. He gave the position of the vessel, which he repeated at the request of the coastguard. He did this quickly, and then said he was abandoning ship. The skipper left by the wheelhouse door andjumped over the rails on the starboard side forward. He left as the vessel was sinking and did not have time to collect his lifejacket.Rachel Harvey sank 2 to 3 minutes after grounding.Andrew Dyson was not seen again.
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02/10/1817 Julia HMS (+1817) wreck
Julia HMS (+1817)Thomas Cardwell, manager Mason Trawlers began as Wright and Mason, became R. W. Mason Limited and eventually Mason Trawlers (Robert H Bagshaw) Limited. The company maintained a trawler fleet operating out of Fleetwood and where also Fish Merchants active, particularly, in trading to overseas buyers. The company’s trawlers were sold of in 1962 but the merchanting business continued.
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02/10/1862 Iona PSS (I) [+1862] wreck
Iona PSS (I) [+1862]Iona PSS was a British side-wheeled paddle steamer of 325grt built in Govan, Scotland in 1855. She sank after a collision with the Chanticleer in the Firth of Clyde on October 2nd 1862.
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02/10/1867 Hiogo SS (+1867) wreck
Hiogo SS (+1867)Hiogo was a barque rigged screw steamer of some five hundred tons on her maiden voyage from London to Japan. Manned by a crew of twenty-seven, the Hiogo carried a valuable general cargo, some passengers and two boxes of specie worth over twenty thousand pounds. The vessel did not sink immediately and the cargo was recovered together with the passengers by a Pilot Boat that had seen the distress rockets. All were landed at Plymouth.
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02/10/1901 M.M. Drake SS (+1901) wreck
M.M. Drake SS (+1901)On 1 October 1901, the Drake headed into a storm on Lake Superior with her consort, the 27 year old, 3-masted schooner barge Michigan, both heavy with iron ore loaded at Superior, Wisconsin. The masters of the red-hulled vessels of the James Corrigan line were following the practice of the early twentieth century shipping industry of sailing in foul weather to avoid losses from delays regardless of risk to life and vessel and towing aged wooden, schooner barges to increase profitability. As the Drake labored through frigid rain and 55 miles per hour (89 km/h) wind, by 2 October 1901 the seams of the Michigan's planking began to leak at a rate that overwhelmed her pumps. The flooded and dense iron ore cargo made it likely that the Michigan would sink without warning before the dawn of the day.Captain John McArthur Jr. of the Michigan ordered the thick towing hawser pulled in within hailing distance of the Drake to communicate their status by shouts amplified with a megaphone. It was decided that the Michigan's crew would be removed in the pitch black night as there was no chance of launching the Michigan's yawl in the prevailing winds. The Michigan was drawn up to the Drake so that her bow was up against the Drake's stern quarter on the leeward side. With the two wooden hulls grinding against each other, the crew of the Michigan leaped to Drake when the waves brought the two decks level to one another. Just as the last of the Michigan's crew were safely transferred to the Drake, the wind carried the Michigan into a sea trough causing her jib boom that jutted forward from her forepeak to rake across length of the Drake. The Drake's aft cabin was fractured and her tall smoke stack was loped off and shoved overboard.The Drake was mortally wounded. The loss of her smoke stack prevented a proper draft to her boiler to form a full head of steam to her engines and part of that steam was diverted to the pumps needed to stay ahead of the flooding below decks caused by the fractured aft cabin. Without full steam, the Drake's Captain J. W. Nicholson could not keep her from hanging up in the sea trough in gale force winds even though he ordered the crew to break up her cabins to feed a wood fire that burned hotter than a coal fire.When the upbound Northern Wave, a 2 year old steel package freighter, spotted the struggling Drake flying a distress signal and the crew frantically swarming the cabins with fire axes and bare hands. Captain M.S. Peterson eased the Northern Wave to the windward side of the foundering Drake, three crew members leaped to the deck of the Northern Wave. Heavy seas prevented the steel Northern Wave from staying alongside for a rescue of the Drake's crew without risking her wooden hull. The Northern Wave attempted to tow the water-logged Drake but the hawser immediately snapped. Captain Peterson informed Captain Nicholson by megaphone that he would standby in case the Drake's crew could be taken off but both knew the near impossibility of launching the lifeboats in the gale.By late afternoon the Drake had slowed to a crawl due to her inability to keep up steam with the Northern Wave still hovering nearby. The situation appeared hopeless until the steel freighter, Crescent City, came upon the struggling scene. The Crescent City was nearly twice the size of the Drake and she used her massive hull to provide an artificial lee from the gale force wind. The Michigan's cook, Harry Brown, leaped toward the Crescent City before the two vessels were close enough and was swallowed by Lake Superior. The rest of the crew waited until the hulls of the two ships were grinding together and all of them safely jumped to the Crescent City by 5:00 PM.
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02/10/1902 Amy (+1902) wreck
Amy (+1902)The Amy dropped anchor off Great Yarmouth to ride out a storm, but soon commenced to drag, drifting before the wind and tide. Whilst attempting to enter the harbour mouth she drifted clear and struck the breakwater near Gorleston. With her deck swept clear and tons of water pouring into her hold the crew took to the rigging, one of them leaping overboard in an attempt to swim to the shore but drowned in the attempt. Eventually a line was secured from the shore, by which means the rest of the crew were saved, the captain being the last to leave. The wreck was sold by auction locally, going for £8.15 to a local dealer.
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02/10/1907 Leon XIII SV (+1907) wreck
Leon XIII SV (+1907)LEON XIII was on voyage from Portland to Limerick with a cargo of wheat, when she was blown north of her course having broken her rudder. LEON XIII ran aground at Quilty during a violent storm and broke in two. A dramatic rescue effort over two days by local fishermen saved the lives of the crew.
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02/10/1908 Valdivia SS (+1908) wreck
Valdivia SS (+1908)Valdivia SS was a British Cargo Vessel of 4,952 tons built in 1906. She was wrecked at East London in 1908 when on route from New York for Chefoo with a cargo of case oil.
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02/10/1914 Viking SS (+1914) wreck
Viking SS (+1914) SS VIKING Built by Lindholmens Werkstad, Göteborg; 467 grt, 275 nrt; 159.4 x 24.2 x 13.8; 2-cyl. compound engine (Lindholmen), 70 nhp, 258 ihp On October 2nd, 1914, the Norwegian vessel SS VIKING was on a voyage from Haugesund to Reykjavik, when she was wrecked, off Fjølstangi, Iceland. From Norway sources : 1883: Febr.: Levert som VIKING for Johan C. Giertsen m.fl., Bergen 1900: Solgt til B. Stolt-Nielsen m.fl., Haugesund 1914: 02.10. : Grunnstøtte på Fjølstangi, Island, på reise Haugesund – Reykjavik.
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02/10/1915 Arabian SS (+1915) wreck
Arabian SS (+1915)Arabian SS was a British regsiered cargo steamer of 2,744grt that was carrying ammunition and general stores from Londo for Malta and Piraeus and Salonica when she was captured by German submarine and sunk by gunfire when W 1/2 S of Cerigo Island, Kythira off S Greece on the 2nd October 1915.
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02/10/1915 Sailor Prince SS (+1915) wreck
Sailor Prince SS (+1915)SS Sailor Prince, built by W. Dobson & Co., Newcastle in 1901 and owned at the time of her loss by Prince Line, Ltd. (James Knott), Newcastle, was a British steamer of 3144 tons. On October 2nd, 1915, Sailor Prince, on a voyage from Cyprus to Leith with a cargo of locust beans, was sunk by the German submarine U-39 (Walter Forstmann), 56 miles SExS of Cape Sidero, Crete. 2 persons were lost.
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02/10/1915 Sainte Marguerite SS (Sainte-Marquerite) (+1915) wreck
Sainte Marguerite SS (Sainte-Marquerite) (+1915)SS Sainte Marguerite, built by Ateliers & Chantiers de France, Dunkerque in 1913 and owned at the time of her loss by Daher & Cie., Marseille, was a French steamer of 3908 tons. During WWI she was used as a troop transport in the Dardanelles. On October 2nd, 1915, Sainte Marguerite was sunk by the German submarine U-33 (Konrad Gansser), 20 miles southwest of Cerigo Island.
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02/10/1917 Almora SS (+1917) wreck
Almora SS (+1917)The British wargo S/S Almora was sunk on 2nd October 1917 by the German submarine U-39 (Walter Forstmann), 100 miles W1/2N of Cape Spartel. Almora was on a voyage from Barry to Gibraltar with a cargo of coal. There were no casualties.
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02/10/1918 Montfort SS [+1918] wreck
Montfort SS [+1918]Montfort SS, 6,578grt was a defensively-armed Merchant Ship. On the 1st October 1918 when 170 miles W by S ¾ S from Bishop Rock, Cornwall, United Kingdom she was torpedoed without warning and sunk by the German submarine U-55 (Oberleutnant zur See Hans Friedrich). 5 lives lost.
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02/10/1918 L-10 HMS (+1918) wreck
L-10 HMS (+1918)HMS L-10´s greatest success led to her destruction, when on the morning of the 4 October 1918, the L-10 surfaced in the Heligoland Bight with the mission of intercepting a German raiding party. This group, consisting of the destroyers S-34, S-33, V-28 and V-29 had been delayed in the Bight because the S-34 had detonated a mine. The other destroyers were crowded round their damaged comrade, and so it was easy for L-10´s commander, Alfred Edward Whithouse to sneak into position and put a torpedo into the S-33, which rapidly began to sink. Unfortunately, as she fired, the L-10 rose suddenly to the surface and was seen instantly by the V-28 and V-29. Although she turned and tried to flee, L-10 was not fast enough to escape her pursuers and was rapidly chased down and sunk with all hands. She was the only L class boat to be lost during the First World War
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02/10/1918 Sin Mac SS (+1918) wreck
Sin Mac SS (+1918)Audax SS was a French Tug of 322 tons built in 1909 by A McMillan & Son, Dumbarton, Yard No 431 for Sincennes McNaughton Line Ltd, Montreal as the SIN-MAC SS. She was powered by a Triple expansion 3cylinder steam engine of 165nhp 1000ihp giving 13knots. Engines by Muir & Houston. In 1917 she was purchased by the French Government and in 1918 by Chemins de Fer de l´Etat Francais (Soc. Maritime Nationale), Le Havre and renamed AUDAX. On the 2nd October 1918 she sank in collision with P.L.M. 8 (3552grt/1915) on voyage from Le Havre for Newcastle when 6 miles NE of Fecamp.
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02/10/1918 Arca SS [+1918] wreck
Arca SS [+1918]Arca was a 4.839grt defensively-armed British merchantship. On the 2nd October 1918 when 40 miles NW by W from Tory Island, Ireland she was torpedoed without warning and sunk by the German submarine U-118 (Herbert Stohwasser). 52 lives lost including Master.
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02/10/1918 Rio Cavado SV (Rio Cávado) (+1918) wreck
Rio Cavado SV (Rio Cávado) (+1918)On October 2nd, 1918, Rio Cavado, a Portuguese sailing vessel of 301 tons, was sunk by the German submarine U-139 (Lothar von Arnauld de la Perière), 290 miles off Cape Prior.
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02/10/1919 Frank O'Connor SS (+1919) wreck
Frank O'Connor SS (+1919)Frank O´Connor SS was an American cargo steamer of 2,340 grt built in 1891 by J. Davidson, West Bay City, United States as the City of Naples SS. In 1916 she was renamed Frank O´Connor SS. ON the 2nd October 1919 she caught fire when 10 miles off Cana Island, near the tip of Door Pen, Lake Michigan when carrying a cargo of coal. She burned to a total loss and sank offshore. Her crew were rescued by the Cana Island lightkeeper and the Baily´s Harbour Coastguard.
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02/10/1920 Cometa SS [+1920] wreck
Cometa SS [+1920]Wrecked at Desterro with general cargo for Buenos Ayres.
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02/10/1925 Elcano SS (+1925) wreck
Elcano SS (+1925) SS ELCANO Built by Bergens mek. Verksted, Bergen (#171); 159 grt, 51 nrt; 103.7 x 20.1 x 11.9; triple expansion engine (BMV), 53 nhp On October 1st, 1925, the Norwegian whaler SS ELCANO, owned at the time of her loss by Hvalfangst-A/S Vega (H. A. Christensen) hit a rock at North Bay, South Georgia. The next day, she was lost when she ran ashore after dragging her anchors. From Norway sources : 1911: Okt.: Levert som GRANAT for A/S Laboremus (T. Dannevig & Co.), Sandefjord 1917: Solgt til Henr. H. Henriksen, Tønsberg (Eg. eier, Salvesen & Co., Leith) 1921: Innkjøpt av Cia. Argentina de Pesca SA, Buenos Aires, Arg. 1924: Solgt til Hvalfangst-A/S Vega (H. A. Christensen), Sandefjord. Omdøpt ELCANO 1925: 29.09.: Grunstøtte i North Bay, S.Georgia. Ødela ror og propell, ankret opp. 1925: 02.10. : Drev på land for anker.
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02/10/1926 Opua SS (+1926) wreck
Opua SS (+1926)SS Opua ran aground and was wrecked at Tora Inlet, near Pallier Bay, New Zealand on the 2nd October 1926 when on route from Gisborne for Wellington in ballast.
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UB-41 discovered off Robin Hood´s in Bay in September 2002 by Carl Racey & Andy Jackson.Boa Vista (Gordeeff)TIMBERELLA - a group who dive together off Whitby find a bell on a trawler ´Harrier´. The bell is ´concreted´ into the wreck with only the rim showing. It takes a number of dives to 70m to recover it and in late October 2007 they were running out of time! Tim who found the bell was ´leg pulled´ about his inability to recover it and was described by some as a ´fairy´, hence the title of the video. - IN MEMORY OF COLIN BELL