Part of the magic of a wreck, is the story of how she got there…

[The Duck]

For a story with lots of tragedy, it's hard to beat this... MV Wilhelm Gustloff

Brings to mind this one: Chineese troopship

Apologies for quoting another forum, but Nick summs it us better than I can.

On December 3rd 1948, a chinese troop transport ship, carrying 6.000 men from the province of Mantsjoekwo (NE of China), has been reported to have sunk near Yingkou, the Yellow Sea after an enormeous explosion.

No one survived. The ship´s name is unknown as Chinese authorities do not want to release anything on her.

Note: This is ranked in the TOP 5 biggest disaster at sea of all time, after Wilhelm Gustloff and Goya. It is absolutely amazing (and a disgrace) that not a single trace of her is found on the Internet.

[ray]

So what is the best, most captivating “why she was wrecked” story that’s out there??? (Worldwide).

Hi.

There is an old thread of mine which shows the history of a shipwreck as the replys unfold, it also shows the power of YD and how the membership including a dear friend to us all who is now lost to us, contribute to an article to build up the known complete history of the wreck, otherwise lost in time but now for all to have the knowledge.. No deaths here just ripping yarns ..100 years old

[David D]

The Roraima, bay of St Pierre, Martinique.

Caught fire at anchor as the pyroclastic flow from the erruption of Mt Pelee swept over the town of St Pierre and on out over the bay. The death toll is [I think] still the single greatest number of fatailities directly attributed to a volcano, over 30,000. Story including the sinking here.

[Frankie Price]

The Persier has a double tragedy regarding the loss of the ship and the lifeboat full of survivors that was hit by the ship's props when the engine dropped into gear as she sank.
Adds that extra bit of eeriness during the dive.

[Mark Powell]

The Flying Enterprise, one of the first televised media disasters. Heroic captain, consiracy theories and it even made it into a disney film.

[Ron Young]

Here is a sad tale of a shipwreck and loss of life:
The NORTHUMBRIA (Official No.129652) was a 4,215-ton cargo steam ship that measured: 109.72m in length, a 14.63m beam and an 8.53m draught. Northumberland S.B. Co., Ltd., at Howden, near North Shields built and completed her as Yard No.127 in January 1906; she was launched on October 16th 1905 for Westminster Shipping Co., Ltd., London [Sir John Jackson, Ltd.]. The single propeller was powered by a 3-cylinder triple expansion steam engine that used 3-boilers and gave 10-knots.

Final voyage:
On Thursday morning January 9th 1919, the NORHUMBRIA was on passage from Baltimore, USA to Sunderland when she detonated two mines off the Tees during a storm; she was under the command of Captain Harry Thomsom and carrying a crew of 39 and a cargo of wheat.
After the ship had left Yarmouth Roads, they picked up a pilot on Wednesday, January 8th and continued their journey to Sunderland. The NORTHUMBRIA was estimated to be about seven nautical miles off Middlesbrough and steering NW at about 0300hrs on Thursday, when suddenly there was an explosion near the bows. Heavy seas were running and there was a strong SE wind blowing. Those on deck got to the boats first and 17 men climbed into the starboard lifeboat, which drifted away in the wind. Unfortunately, because the hostilities of the Great War had ceased and there was less chance of being sunk by the enemy action, the company, ‘in their wisdom’, had removed most of the rowlocks and locked the life-jackets up in a cupboard; also no lifeboat drills had been carried out over the previous few weeks. There were just three rowlocks in the lifeboat and eight oars, so it was Impossible to row the thing. Within minutes the ship had disappeared beneath the waves. The lifeboat did have biscuits, fresh water and sweets on board. One of the men (later deceased) had been hit with a block of wood. When morning broke at about 0800hrs, they were still drifting in the boat before the wind. A small sail was put out and they were able to steer with this and they had a compass on board.
A witness, who was a survivor, at the Inquiry, Mr Michael Boyd of Barra, NW Scotland, said: “we kept running before the wind, or the boat would have been swamped in such a heavy sea. We sighted no ships at all. We ran before the wind all day, then about 1700hrs we saw a light and, at first we thought it was a vessel. We started putting up torch flares, but there was no response, the light was in sight for about an hour, but we drifted past. At about 1900hrs in the moonlight, we noticed a light what we first took to be that of a vessel, but now know to have been Dunstanborough Castle. We heard the surf and knew that we were near the coast”.
Three of the men in the boat, Edmund, Ogilvie and Muir, were already died from exposure; Edmund, one of them had been ill three times during the voyage, while Muir and Ogilvie had, had influenza. Mr Boyd said they could not prevent the boat going ashore and when it struck the rocks, all those that could do jumped out. Only William Paterson and Michael Boyd struggled and reached shore safely, the others were dashed against the jagged rocks and drowned.
The two exhausted men stayed on the beach for quarter of an hour before they had enough strength to move on and reach a cottage for help.
Mr Paterson, a steward from Glasgow, said: “I was the last one to get into the lifeboat. I was in my bed when the ship struck the mine and sleeping with my lifejacket as a pillow. About 7 or 8 men in the boat had no right to be in there, but that was due to there being only one lifeboat being swung out after the ship struck the mine. There was two large lifeboats on the ship, but only one was swung out, even though the pilot had ordered two swung out at Yarmouth Roads. I thought the NORTHUMBRIA had struck three mines in quick succession. The mines seemed to be anchored. By order, the lifeboats had been swung in since Armistice Day and not used since”.

It appears that most of the crew survived the sinking and managed to take to the boats. However there was a failure in lifeboat drill and most of the boats overturned, which was a common occurrence. Unfortunately, the ones that remained upright had had the rowlocks removed by the ‘penny pinching’ owners, this resulted in the men not being able to steer the lifeboats and they just drifted north in the strong wind and currents. One boat-load of dead men and one live naked raving man beached at Embleton a week later. There was an inquiry and the owners were heavily criticised, but they were not even fined. Those men are buried at Embleton village in CWGC graves, alongside dead from a Norwegian ship, which was torpedoed off Aberdeen.
The crewmen that died were:

Adams, Edwin Richard Phillpott Able Seaman MM
Allen, Thomas Foster 1st Engineer MM
Brown, Thomas Donkeyman MM
Bruhn, Charles Allan Plt MM
Burnie, William Cummings 2nd Mate MM
Cresswell, William Alfred 2 Steward MM
Currie, James Herbert 3rd Engineer MM
Dean, Alfred Neal Fireman & Trimmer MM
Edmond, Thomas Moncur Sailor MM
Ferguson, Donald John 2nd Cook MM
Hart, John Alexander Carpenter MM
Henderson, J. Fireman & Trimmer MM
Inouye, S 4th Engineer MM
Laing, James 1st Engineer MM
MacDonald, Joseph MI MM
Mackie, John James 2nd Engineer MM
McIntosh, James Donald WO MM
McIntyre, Peter Ordinary Seaman MM
McKinnon, Neil Able Seaman MM
McLean, John Able Seaman MM
McLennon, J. M. Able Seaman MM
McLennon, John Able Seaman MM
Meehan, John Fireman & Trimmer MM
Mitchell, James Fireman & Trimmer MM
Mizzi, Carmelo Akoysius Jose George Fireman MM
Molloy, Charles Fireman & Trimmer MM
Ogilvie, J. McF Fireman & Trimmer MM
Owen, Albert Edward Chief Officer MM
Paterson, John Boatswain (Bosun) MM SS
Paterson, John Scollick WO MM
Rangasami, William Chief Cook MM
Reed, Alfred Ernest 3rd Mate MM
Robertson, Hugh Sailor MM
Scott, R. Fireman MM
Smart, James Fireman & Trimmer MM
Thompson, Harry Master MM

Ron

[Ron Young]

Here is another harrowing tale of shipwreck and the wreck is still there in 8m of water after all these years:
The QUILLOTA (Official No.72413) was an iron-hulled 1,335-ton full-rigged French sailing ship (1,182-tons under deck, 1,112-net tons) that measured: 70.51m by length, an 11.06m-beam and a 6.62m-draught, plus a moulded depth of 7.77m. Signal Code Letters: KSFH
R. Steele & Co., Ltd., Greenock built her in six months and she was launched as the BRAHMIN in 1876. She had two decks and a 0.22m depth bar keel, one cemented bulkhead and a superstructure consisting of a 13.41m-poopdeck and a 9.14m-forecastle. Lloyd’s of London classed her as 100 A1. Signal Letters: PTMD.
The vessel was originally built as an opium clipper to be used on the India - China route and was registered at Greenock in 22/1876; re-registered at Greenock as 33/1881 on 12 October 1881, (maybe because the ship was converted for emigrant trade)?
The owners at the time of re-registration were: James Stewart, a merchant with 40 shares;
Daniel Duncan Adamson, a ship-owner with 16 shares; Duncan McGillivray, a ship-owner with 4 shares and Robert Ferguson, another ship-owner with 4 shares, who were all from Greenock.
Lloyds register shows that in 1878 & 1879, the master was J. L. Barr and she was owned by J. & W. Stewart of Greenock.
1880 she had the same master and owner
Captain at time of re-registration was John Lyle Barr Certificate of Competency 97582.
Customs in London state that James Thomas Sowells certificate No.82341 takes over command on 10th November 1882.
(RECORDS IN LOG, OF LOGS VOLUME 1, Ian Nicholson:
1882 ship, 1264T, of NZ Shipping Co., London 23.11-Auckland 1.3 W.50 passengers
1883 Met icebergs in South Atlantic Ref. White Wings Volume 1 H.Brett
188-90 Note of 3 further voyages to NZ 1888-90 Ref White Wings Volume 1 H.Brett)
Customs Liverpool state that on 23rd February 1885, Peter McKenzie certificate No.21435 was master.
File is closed on 18th November 1893 because the ship was sold to French owners on 17th November 1893.
Public Record Office of Victoria: records 50 emigrants arriving on the BRAHMIN, Captain John L. Barr in February 1882.
The New Zealand Shipping Co., also used this ship and she made at least four voyages to New Zealand carrying Emigrants. (Her sister ship the PADISHAH was also involved in this trade).
BRAHMIN’s voyages:
(1) BRAHMIN, commanded by Captain Savells, left Gravesend with 32 adults and 36 children on 23rd November 1882 and after a 98 day voyage, arrived at Auckland on 1st March 1883.
(2) She sailed from Gravesend under Captain McKenzie on 28 November 1888 and arrived Wellington on 3 March 1889 after a 96 day voyage.
(3) BRAHMIN left London under Captain McKenzie on 29 October 1889 and following a 96 day journey, arrived at Lyttelton on 2nd February 1890.
(4) On 8 September 1890 she sailed from an unknown port commanded by Captain McKenzie and after 85 days, arrived at Port Chalmers on the 2nd December 1890.

(Photograph in the Alexander Turnbull Library Wellington New Zealand dates from this last recorded visit)
In 1893 she was renamed QUILLOTA, when taken over by the Ant. Dom. Bordes and Fils Co., Dunkerque, France who used her in the nitrate trade with South America.
The from 1895 until 1893, Lloyd’s registers gives the master as Captain C. Engrand

Special surveys carried out in London in October 1889 (No.3) and Antwerp 1898 (No.2) last survey carried out at Antwerp in December 1900 - 100A1
Anchors and Chains proofed on Lloyds approved machinery.
Bureau Veritas: 1898 gives the master as Captain C. Engrand, Captain Lage in 1900.
Ant. Dom. Bordes and Fils, registered her in Dunkerque and was the owner at the time of loss.

Final voyage:
Captain at time of loss was Celestine Delapine who survived with five other crewmen, one of whom was called Yves Julon. The ship had been trading between South America and France, but on this voyage had left Nantes in ballast on the 29th October 1901, bound for North Shields to pick up a cargo of coal.
Contemporary reports say that she picked up a tug on the morning of 12th as the weather got worse, but the the tow was cut because of the increasingly bad weather. The QUILLOTA was then forced to anchor using two anchors off the mouth of the Wear on the 12th November and rode the storm for much of the day. Her cables gave way and she was drifted in a south-easterly direction going aground off the end of Hendon Promenade. During this time, winds were raging at Force-10, east-northeast.
A number of crew were seen in the rigging. The Sunderland lifeboat crew wanted to launch, but because of the ferocious weather couldn’t get a tug to tow them out of the Wear. The ship was out of range of the Volunteer Life-brigade rocket lines, at least one was fired, but that fell short.
The crew were either swept or jumped into the sea; some managed to make it ashore. Tragically part of the cliff collapsed as the sailors were trying to climb to safety burying between two and four of the crew (depending on which report you read) 1 sailor was killed in the cliff fall. Altogether sixteen crew, plus (or including) a North Sea pilot, were lost from this ship

QUILLOTA ran aground about 0100hrs, Boatswain Francois Ollivier and Captain Delapine from Saint Malo, were found at 0230hrs by the coastguard, between Tollbar Inn, Ryhope and Hendon Grange Hotel. They were taken to the Toll Bar Inn, but the captain was then taken to the Park Temperance Hotel, in Sunderland.
Petit the mate, was taken with another crewman who died, to Hendon Grange Hotel; they had both been buried by the cliff fall.
Also saved, was Oneseme (or Ovezeme) le Jarrice (or Jorrec) aged about 24yrs, he was housed at 77 (or 11?) Albany Terrace, Commercial Road in Ryhope; James Marman, who had been recently invalided home from South Africa, had found him and he also assisted in the rescue of the two crewmen from the cliff fall.
Francois Laignel and Yves Julon also survived.
An Inquest was held by Deputy Coroner Salkeld at Hendon Grange Hotel on the afternoon of Thursday 14 November into death of Jean Bordien, who was buried in the cliff fall. Out of the crew of twenty-two, six had survived, while the other sixteen, were presumed drowned.
Three witnesses attended from the crew names given as: Francois Le Gorec of Lannion, Francois Laigne of Dinante and Ive Marie Julon of Les Andrieux, stated that the QUILLOTA broke up about 2300hrs on Tuesday12th.
Petard and Bordien were discovered between 0700hrs and 0800hrs in the cliff fall of about 20-tons of earth.
The Coroner observed: “It was the hardest lines possible that deceased should have escaped the fury of the sea only to be killed by the treachery of the earth.” A verdict of Accidental Death was recorded.
Two bodies, believed to be from the QULLOTA were found washed ashore on the 14th November, one at Ryhope and the other only partially clothed, was found in sea, near Seaham Hall.

Headlines and report in the Echo on 13 November, read:
‘Wreck of French Ship’, ‘The QUILLOTA in ballast for the Tyne had been trading between South America and France was thought to have come to anchor and for a while she was stationary and would weather the gale. At times she was hidden from sight in huge depressions and masses of spray. By night the vessel was burning distress signals, but nothing could be done for she was beyond the reach of rockets and no small craft could live in that seething sea. From that time there seemed very little hope. She gradually drove in and touched bottom. The men had been all washed off the ship and only five of its crew of twenty-two, including the pilot had been saved.
C. Delepine Captain, the mate Parn and two seamen. Delepine and Ollivier Francole had reached terra firma some time after the vessel stranded, they were ill clad to withstand the rigours of such a night and wandered about the beach with cut and bleeding feet until they managed to climb up the embankment and on to the signal cable in the N.E.R., whence they were taken by the coastguard to the Toll Bar Inn. The manager John Lawther gave them food and warm drinks. The Captain was dressed in an oil skin, jacket, lining and shirt while the seaman had on trousers and lining but neither had on shoes or socks. Shortly after 1 o'clock another crewman who gave his name as Leinel Francole was found in Commercial Road with a lifebelt round him. He was soaking wet and taken by a man named Carter to Hendon Police Station. Here he was given hot coffee and Inspector Sanderson furbished him with clothes. He said he was from the QUILLOTA and was battling with angry waters for some considerable time before reaching shore.
The Vicinity of Ryhope was thickly strewn with wreckage, but the QUILLOTA had completely disappeared unless a spar that was just visible at low water really belonged to her. Close to this was a name board of the HARRIOT lost yesterday. Two men were found buried in sand/clay and were noticed when a hand waved to someone and they were dug out but one died later.

The surviving seaman called Leinel Francole gave one of the reporters an interview, and he said: “The vessel was going to the Tyne for a cargo of coal and got caught in the full force of the tempest so the captain dropped the two anchors but they dragged as the day went on and the ship gradually drifted towards the beach. The men huddled together in the poop and could not hear for the howling wind and they got drenched from the heavy rain and spray I got caught in a big wave and washed into the sea in my trousers and bare feet, but with a life-belt around me. I swam hard and scarcely knew where I was going and was thoroughly shattered when I was thrown onto the shore. After I got my breath, I succeeded in scrambling up the cliff, but no one was about so I walked towards the lights where I met a man in Commercial Road” - That was the man that took him to the police station.!

Apparently the South Side Volunteer Life Brigade mustered on Hendon Beach, but the ship was too far out, while the lifeboat crew were in favour of going out to help the crew, but they needed a tug to tow them and the tug skipper refused, saying it would be suicidal in those conditions.

Sixteen people were lost altogether on the QUILLOTA, but that wind raged for almost three days, between the night of the 11th until the 14th November 1901 and at least 115 people were lost in the horrendous conditions down the English east coast.

LR 1901-02 No.24 (Q) - BOT Wk Return 1901 Appendix C Table 1 Page.125 (693) -
Sunderland Echo 12th & 13th Nov. 1901 - American Lloyd’s Register of American and Foreign Shipping 1857-1900

Cheers Ron

[The Duck]

Many thanks for your post Ron (it seems that I must spread the rep around before I can green you again).

[taz]

.

I always remember a story told to us when we were diving the Shetlands.
The skipper told us about one wreck where the crew were all drunk and
fighting each other. Mutineers the lot of them and one guy had attacted the
captain with a spanner.

Anyway they parked the ship at full speed in a gully and it promptly sank,
later to be broken by the sea.

Lovely wreck and I'll look through my dive logs to find the name.

taz

.

[dct]

Not sure there's magic in any sinking. Usually it involves tragedy.

Agree, but there is always intrigue... And retelling the story helps us to remember.

Dan