thistlegorm revealed

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THISTLEGORM REVEALED
EXTRACTS FROM
Sunderland to Suez,
The Story of the Thistlegorm
By Peter Collings
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CONTENTS
DENNEY DIVING
OLYMPIC /SNEFRO/DIVELIFE
E BOOK CONCEPT
OTTER DIVERSWAREHOUSE
INTRODUCTION
AP VALVES
RUMOURS DISPELLED
UWAHU
CARGO
MIFLEX XTREME HOSES
FINAL VOYAGE
FAILED MISSION
DIVELIFE
CAPTAINS RECOLLECTIONS
MIFLEXEXTREMEHI DIVING HOSES
SEA &SEA
DEEPLENS
BIO
OONAS/STARFISH/DIVE LOG
THE WRECK TODAY
SUNDERLAND T O SUEZ
AREA MAP
THE THIRD RAIL CAR
TO BUY I CLICK!
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THE E BOOK CONCEPT
The idea of the E BOOK series came about after seeing so many incorrect p ublications quoting the wrong
identity of the Tile Wreck at Abu Nuhas in the Red Sea. Despite a plethora of undeniable facts p resented
by myself and members of the Red Sea Wreck Academy, self proclaiming experts still, for reasons known
only to themselves, continued to quote the M ARCUS as the CHRISOULA K. It was archive photographs
from Howard Rosenstien and the location of the ships bell, which added weight to Stephan Jablonski’s
accounts of the sinkings’. This new material gave us enough to produce the first E book in 2008.
Being free from restrictions it soon found its way around the world and was passed on from diver to
diver. It had the desired effect-Now more and more reports carry the correct identity.
It was also an opportunity to give something back to diving –and promote the forthcoming “EGYPTIAN
SHIPWRECKS.” Of course there was also controversy over the identity and purpose of the RUSSAIN
WRECK at Zabagad, and this lead to the second title. THISTLEGORM REVEALED is a leader for the
new publication “SUNDERLAND TO SUEZ THE STORY OF THE THISTLEGORM ”, out now.
“SUEZ WRECKS ” highlights the achievements of our regular wreck hunting trips up into the Gulf, and
“EGYPTIAN SHIPWRECKS” gives a glimpse of the forthcoming book featuring over 200 wrecks in
Egyptian waters.
So now we have a total of 5 titles available, ( and several more on the way), yours to enjoy and pass onto anyone who may be interested-and don’t forget we run regular expeditions and safaris to all these
featured Red Sea Wrecks
Safe diving!
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INTRODUCTION
In 1995 I began compiling notes with the view to publishing a book on the Thistlegorm. She was well
documented, and had featured in one of Cousteau’s many broadcasts. Being built locally I quickly located
her plans, p urchase documents and the historical background of both her builders and her owners. Desp ite
all this there were certain key elements missing-only one photograph seemed to exist-depicting her
launch, plus details of her final journey were scant and vital information about her cargo remained
obscure. Enough material for a magazine feature and an inclusion in SHIPWWRECKS OF THE
EGYPTIAN RED SEA, but not enough I felt for a full blown book.
Over the next 10 years I continued to search for these key elements while researching many other wrecks
we had discovered. At the same time I logged hundreds of dives on the wreck and conducted many
surveys around the area.
She became very well documented appearing frequently in the diving press and even National and local
newsp apers .Several books appeared, but no new facts had come to light despite I’m sure the efforts of
those who had written about her. There were of course the usual rumours and much speculation. One
book revealed an impressive picture of a huge porthole-solid brass-its owner claiming it had come from
the Thistlegorm-and the writer fell for it! The obvious fact was that this porthole was far too big and the
construction of portholes in merchant ships from 1939 onwards was different from that of passengers
ships from the turn of the century . The porthole had been acquired from a reclaimers yard in Alexandria!
In 2007 I finally located several new pieces of material-a series of sup erb images of her launch, a postcard
showing her alongside the quay at Sunderland, and the Captains account of the sinking as stated at the
inquest at Sunderland, and never before seen survivors accounts from Norman Elland Dunn.
I resurrected the project and the book now began to take shape. Thanks to the internet, details of her
convoy came to light "http://www.convoy.net" , and port movement documents were found in Glasgow.
Friends and family also contributed. “THE VICKERS TANKS” and “WORKING STEAM-The Stanier
8F” both provided detailed info about several aspects of her cargo and even a plan of one of her guns
turned up.
Still, one vital document-her load list-remained undiscovered. I decided to try to locate the company who
had managed the ship,- WAWN & Son, later becoming Bushell, Nicol and Wawn.
According to the excellent “THISTLE BOATS” By D.C.E. Burrell, Dominic Wawn himself went to
Glasgow to over see the loading of what was to be Thistlegorms final voyage. Perhaps in their archives
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the documents detailing the cargo (manifest or load list) could be found. If so much more information
about her cargo would come to light It is not uncommon for companies to keep records dating back
beyond the required 7 years.
The address I had in Wallsend failed to p roduce a result, then thanks again to the internet I got hold of a
new address-in Collingwood Street Newcastle-in the same building as Lloyds Registry.
Collingwood Chambers is a magnificent Victorian building- 5 floors running the entire length of the
street and in the heart of the city. Prime real estate. The main entrance features a magnificent hall and
staircase. An information board showed me I was in the right place-after 10 years, it would seem I had
found the people who might help provide the final pieces of information about the cargo’s details.
I took the lift up to the 4th floor, stepped out into a deserted corridor- and noted that every office was
deserted, including Bushell, Nicol and Wawn.Not only deserted but the office appeared ransacked papers
and files lying every where. Another dead end? I went back to the lift- there were no call buttons -a sign
said “do not use in case of fire” .I headed for the stair well only to find it was barred off with metal grills.
I was trapped-alone in a deserted building –no phone signal-and no one knew I was here!-I could imagine
what the propaganda machine would make of this!
After several hours I caught the attention of a caretaker. Explaining my situation and quest, he informed
me that the company was long gone and the offices were to be cleared out. He kindly gave me access to
the office- and we searched though mounds of files, lists and papers spanning 50 years or more. I left with
a large bin bag of hopeful material.
M uch of the older material had been hand written and the ink’s had faded, but there amongst some
wartime accounts were several sets of cargo listings for 1941 including that of the Thistlegorm. Although
very faint, and probably incomplete we were able enhance several of the pages thanks to photoshop. They
revealed some thitherto unknown facts about the Thistlegorms cargo, just As I had hoped. My persistence
had paid off. We could now confirm the type of aircraft she was carrying and indeed where they were
loaded. Two of those pages appear on page 99 - appendix 1 of “SUNDERLAND TO SUEZ-THE STORY
OF THE THISTLEGORM ”
And so with all the material now in place the book was finally finished in 2008-13 years after it began. Of
course there will always be rumour, sp eculation and hearsay surrounding the wreck, but for the first time
many new and interesting facts have come to light. Given that the Thistlegorm is one of the most dived
wrecks in the world interest in the ship will continue for many years to come.
Thistlegorm revealed is an insight into the book with some added information held back from the book. It
is free and yours to pass on to anyone who may be interested. If you are reading this before diving the
wreck, why not join us on on of our many escorted safaris which run throughout the year?
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Wames load list-the document that took years to track down, was to reveal many new and interesting
aspects of the cargo, and loading. In a very faded condition we were , with the use of photoshop, able to
enhance the hand writing to reveal much more vital information.
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RUMOURS DISPELLED
HMS/WARSHIP
The ship itself has often been incorrectly described, one publication labelled her H.M .S – a prefix used
for Royal navy vessels. Her pre fix is of course S.S. steam ship. She has also been labelled as a “warship”
and “armed merchant ship”. She was fitted with guns on her stern, which could only cover the aft quarter
of the ship and was thus a “defensively armed merchant ship”, unlike the Liberty ships which were to
follow which had guns mounted fore and aft.
The design of the Thistlegorm was the
forerunner for mass produced liberty . These
vessels carrier guns for and aft, and along their
length and were designated ARM ED
M ERCHANT SHIPS. The Thistlegorm ,
having guns that could only fire in the aft
quadrant were deemed as “DEFENSIVELY
ARM ED M ERCHANT SHIPS”
3RD LOCOMOTIVE
The manifest clearly states that 2 locomotives-Stanier 8 f’s were loaded onto the ship (see photo page 22
Sunderland to Suez). Parts of the locomotives, the boilers and drive wheels are scattered over a large area
of the wreck site. About 50 mtrs of the stern lies another water car, lying in its side.(see page 29) Facing
the wreck it is possible a divemaster has glimpsed this and thought the cylindrical shape and buffers was
the front of a loco. Further more ALL of the steam locomotives lost at sea have been documented and
accounted for! It is worth noting that the two drivers cabs have never been located. These would contain a
huge amount of non ferrous material and know doubt have been salvaged, probably shortly after she sank.
LEFT FOOT WELLIES
Rumours claim that the Wellington boots are all left foot only-Certainly not true-many right footed boots
have been found too! Their purpose has also fuelled speculation as to why they would be sent to the
dessert .It should be remembered that flash floods occur turning the sand into mud-also they were often
used by aircraft crews involved in starting aircraft-as a form of insulation from handling high voltages.
SISTERSHIP
Rumours abounded that she had a sistership close by which had also been sunk in the same period. With
so much detailed information about the Albyn Line to hand, it was easy to conclude this was only a
rumour. M ost likely the myth stemmed from the sinking of the Rosalie M oller three days later. A very
similar ship also with Glasgow connections- and only a few miles from the resting place of the
Thistlegorm .
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The
Rosalie
M oller-often
labelled the Thistlegorms sister
ship, due to several similaritiesthe connection with Glasgow,
their size, both bombed within a
few days of each other and on
the same route .Note The
Rosalie M oller was not in the
same convoy as was first
thought.
“THERE’S A WRECK NORTH OF THE THISTLEGORM”
To date we have located some 30 wrecks which fit the bill, but its most likely that this rumour relates
either to the SS SCALARIA, a WW2 tanker at Ras Galib or more likely the SS TURKIA. The Turkia has
been hailed as the new Thistlegorm since I discovered her few years ago. Built a few rivers down from
the Thistlegorm (On the Humber) she was a similar 4 hold cargo ship carrying munitions and vehicles
and sits bold upright in 25 mtrs of water. Her location? North of the Thistlegorm-well north!
A strong contender for the “wreck north of the Thistlegorm”, the S.S..Turkia is another WW2 merchant
ship lost in the Gulf of Suez. She was located by Peter Collings in November 2006 and first surveyed by
the Red Sea Wreck Academy in April 2007.If you would like to dive her call us for availability
01207504160/0786468174
CHEMICAL WARFARE
Again this is an unfounded rumour, and there is nothing in her manifest to suggest any such materials
were carried. None of the crews recollections mention it either. Because the forward holds appeared
partially empty when she was located by Cousteau it has been wron gly sp eculated that something was
removed to cover up a deadly cargo. In fact much of the cargo in the upper levels of holds 1 and 2 were
medical sup plies such a morphine, camphor oil and Lysolats (anti septic). Even the Austin ambulances,
loaded onto the upper superstructure has been packed full of medical sup plies. These would have been
salvaged as very valuable cargo.
HER DISCOVERY
In Cousteau’s account of her discovery- the account shows the team going through an extensive search
for the wreck. However her location was well known-local fishermen used to tie up onto her mast which
was still showing above water and passing ships would dip their flags in salute. Like today, her location
can be seen from miles away! There would have been no drama in the “discovery” if they had simply
sailed over and tied off onto the wreck!
There have been many claims as too who “discovered” the Thistlegorm-and each tale gets earlier and
earlier. Truth is she was never really lost-just forgotten!
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“THE BOMB ALSO BLEW UP THE SHIPS BOILER”
This was quoted in an Italian publication. First the Thisltegorm was fitted with TWO boilers and like her
engine these are still very much intact and can easily be explored. It is very likely that at the time of the
attack her boilers were not in use anyway .Her auxiliary or “donkey” boiler would be used for steam
power, heating etc. Both the engine and boilers are located directly aft of the fore section, behind the coal
hold and although the area is a tangled mess both features are there to be seen! One easy way to locate the
engine block is to look for the prop shaft, swim forward over 3 circular features-these are the low,
medium and high pressure cylinders of the engine!
SALVAGE THREAT
There was certainly an attempt by a salvage company to purchase all the wrecks in Egyptian waters with
the view to remove them. Reports varied. I became concerned when I was approached to reveal the
location of several wrecks-at first by deceitful means then by blatant intent. Several of the names quoted
were previous names of wrecks we had located.
Then salvage commenced on the Million Hop e-rumours said it was just cosmetic, and the superstructure
ended up in the 5th hold upside down. After a lay off period the salvors returned in earnest. Again
rumours stated that there was now nothing left of the M illion Hop e. The salvors were gone. But the
reason for that lay on the seabed. The salvage crane sits upright on the sea bed, next to the wreck of the
M illion Hop e. No doubt a new rumour will sp read that the crane driver was BRIBED………….
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CARGO
MUNITIONS
We know from Wames load list that a huge amount of ordinace was loaded into her aft holds. The list
quantifies these shells as “cases” of. In some instances we know the shells were p acked in sets of six and
this gives us an idea of the numbers for a single entry in the list. The final number will never be known.
M any of these were 4” and 4.7”, armoured piercing, plus the huge 15” shells used by the heavy cruisers
and battleships.
H.M .S QUEEN ELIZATETH.
One of 3 battleships of this class
were operating along the
M editerranean coast and the large
shells on Thislegorm were
destined for these warships.
Again an Italian publication claims most of the ammunition was destroyed, however there are still several
hold still full of cases of shells.-In one survey we estimated over 300 metal cases each containing 6 shellsand that was only one ‘tween deck area.
UNIVERSAL CARRIERS
These are often mis-named as Bren Gun Carriers, and to date 4 of these tracked infantry support vehicles
have been located, but again Wames list tells us many more were loaded –entries su ggest at least 14-3
entries for “Vickers light tanks” of 4,4 and 6.It is uncertain as to whether some of these were salvaged
shortly after the sinking or if they remain in the deeper forward holds.
AIRCRAFT PARTS
Again Wames list gives us a good indication of the supplies loaded for the RAF. As well as accumulators
mounted on trolleys, there are engine cowlings for both Lysanders and Blenheims-Both utilising the same
engine. The wings in the forward hold are from the Lysanders Indeed, the list notes that at least 8 crated
fuselages were loaded into the lower forward holds.
M any of the aircraft spares were for the
WESTLAND LYSANDER, including
these undercarriage housings. These have
often been mistaken as motor bike side
cars. They are even fitted with a headlight.
They were often used for artillery spotting
by the British Army
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The Westland Lysander was fitted
with the same Bristol engines as
the Blenhiem, and spares for these
are found through out the forward
holds. At lease 8 of these aircraft
were load into the forward holds
.Some of the wing sections can still
be founds in the forward holds.
Given that the deeper holds have never been explored, the aircraft bodies may still lie untouched it the
deeper sections. It should be noted that the deepest penetrations in the forward holds have been limited to
26mtrs-,even allowing for a full meter for the bottom tanks that still leaves 3 mtrs un accounted for!
AUSTIN K2 AMBULANCES
3 of these were loaded in the “bridge area” and were themselves packed with medical sup plies. Stories
abounded that morphine was being sold on the black market in Cairo shortly after the sinking. Given that
they would only be in 12 mtrs it is highly likely that these supplies were lifted by either official or
clandestine means.
OTHER CARGOES
While the trucks and motor bikes are well documented elsewhere, Wamnes list reveals “cases of Singer
Sewing machines”, ”utility pans”,” radio cars”, bed sets”. Sadly being hand written we have been unable
to decipher all the entries.
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FINAL VOYAGE
There have been many incorrect facts published concerning the final journey. Even here crew seem to
disagree on her departure date! We were lucky to obtain the port movements record, so the final departure
from Glas gow was 17th July 1941, joining OG 69 for the journey down to the African coast. Full details
of the convoy and her escorts appear in the book, including the other vessels in the convoy, her escorts,
and a look at the dangers faces by the crews of the vessels en route
TIM E TABLE TO DISASTER
TH
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JULY 1941 Departs Glasgow
19th JULY d eparts Birkenhead in
convoy OG69
37 days later arrives Capetown,
some cargo unloaded.
Rebunkers and after 5 days heads
for ADEN.
2 day stop over
Heads north for Suez
TH
OCT 14
anchor.
SHA’AB ALI, sunk at
FAILED MISSION
The targets for the 4 HE111-BOM BERS was the Queen M ary (the Grey Lady), M aurittania and
Brittanic. Such was Hitlers obsession with sinking the liners it is un likely that only 2 bombers (suggested
elsewhere) were sent on the mission. 4 bombs to sink 3 ships?. At least 4 aircraft, possibly even more
took part, with two being involved in the Thistlegorms attack.
The convoy was capable of speeds of 35 knots and were on there way back south , having discharged
their troops-not heading north as German intel believed.
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THE FAST CONVOY; RM S QUEEN M ARY, RM S BRITTAINIC ,RM S MAURITANIA.
These 3 liners made up the convoy charged with transporting troops from Australia, to fight in North
Africa. They were so fast that the U boats could not keep pace with them , and Hitter put out a reward for
the sinking of these leviathans
The Hienkels, having reached the point of no return headed back for there base in Crete. One wing flew
back directly up the Red sea while others op ted to return via the desserts flanking the Red Sea. By chance
this wing found the Thistlegorm at anchor.
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CAPTAINS RECOLLECTIONS
The book contains interviews with several of the crew, some never before released including that of
NORM AN ELLAND DUNN, but perhaps one of the best finds in terms of documentation came
unexpectedly, while searching for info on the Rosalie M oller. Kew Gardens hold details of “births,
deaths and marriages at Sea”. It was here that I un earthed a never before read account of the sinking from
the Captain himself. It is his statement prepared for the inquest held at Sunderland, her Thistlegorms
home port, and the home of several of her crew.
M akes poignant reading;
“On 6th October 1941 at about 2am, while the vessel was at anchorage F in
the straits of Jubal(Gobal) with other vessels under Naval Control ,awaiting
passage up the Gulf of Suez, I was awakened by the sound of explosions. I
immediately went on deck and found the vessel had received a direct hit from
an enemy bomber between numbers 4 and 5 holds. The after part of the ship
was enveloped in fierce flames and I realized right away there was no hope of
saving the ship which was loaded with high explosives”
“Orders to abandon ship were given but as the crews quarters were aft the
sailors and firemen off watch were cut off from the boats Two boats were
launched and the men on watch and whose quarters were amidships were
safely got away with the exception of Sokando, donkeyman. My boat drifted aft
and was successful in picking up three or four men who had jumped
overboard”
“We were joined in the search by Naval craft until long after vessel blew up
and sank .When later assembled on HMS Carlisle it was found that the nine
men listed above, of whom 5 were naval gunners had all died in the explosion”
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MOORINGS
Desp ite the efforts of HEPTCA, the mooring project was ill conceived and doomed to fail, within only a
few weeks dive guides were once again using steel wires to tie into weak thin old strips of metal. After a
few months all that remained were a series of chains lying on the seabed. The wreck continues to be torn
apart by these mindless idiots-and the disease has sp read to the Rosalie M oller-her mast lifeboat deck and
stern gantry have all be ripped off.
Is there an answer? As long as large livaboards tie into these weak old structures the wrecks will continue
to disintegrate. The only solution is to ban steel wires, install remote moorings and use ribs to transfer to
and from the wrecks. This would of course mean financial implications for operators and money always
comes first!
Had this been done years ago the Thisltegorm and Rosalie Moller would indeed still be world class
wrecks. Those of use who have seen the wanton destruction, rape and pillage of these wrecks can only
look on in disgust!
With our guests in mind we have
had M ike Fenney of DIVELOG.COM design and produce
this amazing set of log book
stickers, depicting all 40 of the
wrecks featured in our escorted
safaris. Needless to say the
Thistlegorm is well represented,
with sketches and archive photos
to make your log record unique.
These are the only accurate and
indeed universal fitting stickers
system available , and cover 4
distinct regions from the Sudan
border to the Suez Canal
Available from DEEPLENS..COM or DIVELOGS.COM
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DEEP LENS.COM
UNDERWATER PHOTOGRAPHY & WORLDWIDE SAFARIS
AQUATIC IMAGERY SINCE 1985
14 AINTREE DRIVE , SHOTLEY BRIDGE, CO. DURHAM DH8 ONT
TEL 01207504160 MOBILE 07860468174
Email: deeplens@AOL.COM;
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BSAC PREMIER SCHOOL
For over 20 years we have been successfully organizing and leading
photographic and shipwreck safaris around the world, using the very best
livaboards and dive centres. Our destinations include:
Palau
Egypt
Truk Lagoon
Maldives
Sudan
See our regular features in DIVE and H20 magazines
WE SPECIALISE IN WRECK HUNTING EXPEDITIONS and
ASSOCIATED TRAINING
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PETER COLLINGS BIBLIOGRAPHY-PUBLICATIONS
1986- 2009
1986
2000
1988
1991
2001
2002
2005
2009
2008
2009
2002
2008
2009
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1996
2009
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THE WRECK TODAY
Its fair to say that in the last 15 years (1995-2010) wreck has not only seen a staggering amount of diving
traffic but has become an iconic sy mbol of wreck diving. .Desp ite our efforts in those early days to
educate some sense of conservation into the growing industry, the wreck was constantly and
systematically torn apart. Dive masters with steel rope tied into handrails expecting this mooring point to
hold a 20 berth liveaboard! .The result has been catastrophic
A rare image indeed-the bow free of the usual cats cradle of mooring lines-often as many as 20
crisscrossing each other over her bow area as dive boats via for pole position over the wreck .Note the
lack of handrails-all long since gone.
The constant stress on her aging hull has caused a huge rent to appear on her fore deck. Sections of the
wreck have collapsed .One paravane was cut in two by a steel rope while the other was crushed by the
water car-when it was lifted and moved after a dive master tied off onto it n a strong swell.
Desp ite this, if its timed right then the wreck still has much to offer those who haven’t seen her before.
The kind depths, upright attitude, cargo marine life and history all add to make the Thistlegorm a
memorable dive. In “SUNDERLAND TO SUEZ , THE STORY OF THE THISTLEGORM ” we offer
several tours of the wreck .Indeed it will take the visiting diver several dives just to see the wreck. There
are many routes through the wreck .Being an average size wreck 300ft it is possible to do an “overview”
on the first dive and then pinpoint areas of interests such as the holds later on. Her guns, locomotives, and
indeed her varied marine life are all additional attractions.
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Often bathed in strong sunlight and blessed with great visibility the wreck can offer some great photo
opportunities. This shot was taken on a quiet day-but still the plumes of bubbles fill the scene Most days
hordes of day boat divers in shepherded groups o f12 or more clutter the wreck making photography a
joke! Because of the long journey back they do tend to leave after 2 short dives with an equally short
surface interval 8 hours travelling for 2 x 30 minute dives!
The watercar in the centre of the picture rests on top of the crushed paravane All of the handrails along
her length were once draped in soft corals. What handrails? you might ask!
Visibility tends to vary depending on the direction of the water flow. When Sha’ab empties dirty water
flows from bow to stern. The incoming waters fro the Red Sea bring the best visibility, and also the best
fish action.
With good planning the current can be used to the divers advantage. A drift from bow down to the engine
room then a swim back through her holds to the fo’c’sle is quite rewarding. A good dive master will brief
you!
If you are in a guided group avoid a group bigger than 4 –IT DOESN’T WORK!. With a good nitrox mix
and good air consumption it is possible to execute a good 1 hour dive on a single 12ltr without any
decompression. he shallowest part of the wreck being 12mtrs and her bow in14mtrs.
Because of the constant coming and going of dive boats it is essential to descend and ascend your
mooring line .If you can’t make out y our line come up one from another boat but never never free ascend
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AVAILABLE NOW
SUNDERLAND TO SHA’AB ALITHE STORY OF THE THISTLEGORM
“A DIZZYING AMOUNT OF DETAIL” DIVE MAGAZINE
100 PAGES A 4 FULL COLOUR
MANY NEW FACTS ABOUT THE WORLDS M OST POPULAR SHIPWRECK
INCLUDES 6 DETAILED TOURS FOR THE VISITING DIVER
SIGNED COPIES AVAILABLE DIRECT FROM DEEPLENS
From her birth on the river Wear through to her sinking in Sha’ab Ali, Peters
th
10 book covers in great detail the story of this iconic shipwreck. Packed with
facts, information and new archive images, which have taken Peter more than
10 years to research. A must for any visiting diver!
Also available from good dive stores
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MAP BY MIKE FENNEY OF DIVE-LOGS.COM
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THE THIRD WATER CAR
About 60 mtrs off the stern of the Thistlegorm lies a 3rd water car. It is
possible that this is the cause of the unfounded rumour of a 3rd steam
locomotive. Seen briefly in poor viz end on, the cylindrical shape was
mistaken for the bolier of a locomotive. Only 2 Stanier 8f loco’s we re on
board the ship
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.
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THESE E BOOKS ARE SPONSORED BY:
AP VALVES
DENNEY DIVING
DIVELIFE
DIVERS WAREHOUSE
MIFLEX XTREME HOSES
OONAS DIVERS
SEA & SEA LTD.
2BUYICLICK
FISH N FINS
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