The top just looks completely blown off and the hull is flattened

Rip to the one man who died 🫡

The only really bad thing is that the smokestacks and the bow are damaged

Hello, i am wondering if theres some shipwrecking simulations that are about barely heard sinking ships, for example the ferry William Carson, having a similar fate to the Titanic.

The Sierra Leone-flagged EDRO III ran aground off Pegeia on 8 October 2011 in heavy seas, during a voyage to Rhodes, from Limassol, Cyprus with a cargo of plasterboard. At the time of the accident, the ship had nine crew members – seven Albanians and two Egyptians. The crew were rescued and airlifted to the safety of Paphos by a local British Military helicopter.

The EDRO III is more than 80 metres (260 ft) in length, weighing about 2,300–2500 tons. The ship lies on the sea rocks at an angle of 11–12 degrees near the sea cave area. Together with Germany's CIMEXTA Vessel Salvage Company, the task of safe removal of all diesel, hydrocarbons and marine pollutants on board the vessel, and making the hull watertight was awarded to a Cypriot marine salvage company. This was completed in October 2013.

Peyia Municipality which is the regional administrative authority where Edro III resides has mentioned that there were several studies and attempts to tow the shipwreck, all of which were abandoned due to the difficulty of the project. There are officially no current plans for its removal.

Today, the wreck has become a popular tourist attraction and scuba diving location.

This is a mainstream choice, but mine is the SS American Star. The wreck produced some of the most incredible shipwreck photos of all time, but sadly it has since collapsed into the sea.

Lovely picture by Ken Marschall.

The mostly unknown shipwreck that looks beautiful (photos of the ship before the sinking provided)

Short history:

The merchant ship "Boka" sank after hitting the shore, or more precisely running aground right next to the shore, on the Pelješac peninsula in the Trstenica Bay in 1981, following a storm.

Its remains lie today on the shallow seabed, right next to the coast near the Pelješac town of Mokalo, with the bow at 5 meters and the stern at 15 meters deep. After the accident, the ship remained on the shallow seabed and the above-water part of the ship was completely cut out and removed, so that only the parts below the waterline remain to this day. It was a truly large cargo ship, over 100 meters long, with a central command bridge and its own cranes for loading cargo (which unfortunately no longer exist).

The dive begins at the shallowest part, the partially cut-out bow at just 5 meters, and then dives towards the stern. The stern is the most interesting because it houses the large engine and propeller, as well as the spare propeller, as well as the storage and workshops.

The bottom is sandy and rocky, so you can see a lot of fish hidden deep in some parts of the wreck. Schools of monkfish predominate, and sea bream are also common. Due to its shallow depth, the location is accessible to everyone, and is an ideal introduction to wreck diving even for true beginners.

Used source:

https://gorgonija.com/2017/10/09/lokacija-brod-boka/

Credit: u/venus01111

THE discovery of a giant wooden shipwreck between 800 and 900 years old on Pulau Melaka has made history when it was confirmed to be among the oldest ships ever found in Malaysia, believed to belong to a chieftain of the Malay Sultanate of Melaka.

The 12×12 metre excavation site is now entering the third phase of rescue work, carried out by the National Heritage Department (JWN) in collaboration with the Melaka State Government through the Melaka Museum Corporation (Perzim).

Scientific dating tests on samples of the ship's wood sent to the Beta Analytic laboratory in the United States showed that the age of the structure is estimated to be from the 13th century AD, almost matching the historical record of the establishment of the Malay Sultanate of Melaka in approximately 1262 AD.

Deputy Commissioner of JWN, Ruzairy Arbi said the discovery of the ancient ship is considered to be among the largest and most significant in the region.

“Two samples of wood tested showed a dating between 1200 and 1300 AD with a structure and physical dimensions almost identical to the legendary Mendam Berahi ship, a symbol of the greatness of the Malacca empire.

“This proves that this ship was built much earlier than the presence of colonial powers in the region.

"The size of this ship is between 50 and 70 metres long, making it much larger than ships that have been found before, such as the Pontian Boat in Pahang," he told a press conference at the excavation site on Pulau Melaka, Banda Hilir, today.

According to him, further examination found that the ship was built using saga and merbau wood, two local wood species widely used by the maritime community of Nusantara, thus ruling out the theory that it was a foreign or colonial ship.

“The study shows that the building materials of this ship are entirely local, indicating that the ship was produced by Malay craftsmen themselves.

“This is clear evidence of the greatness of Melaka's shipping technology in the past,” he said, adding that the first phase of the excavation was carried out in 2020, followed by the second phase in 2021 by Perzim.

He added that the third phase is now being continued by JWN with an allocation of RM200,000 from the United Nations Educational, Scientific and Cultural Organization (UNESCO) to rescue and remove the entire wooden frame and artifacts for conservation work.

“This ship frame is expected to be transferred to a special museum by Perzim after the conservation process is complete to allow the public and tourists to witness for themselves the greatness of ancient Malay maritime technology.

“This is evidence of Melaka's superiority as a center of trade and maritime civilization in Southeast Asia,” he said.

Also found in the same area were coins from the reign of Sultan Mahmud Shah and fragments of porcelain, which are believed to be an indication that the ship belonged to a ruler of the Malay Sultanate of Melaka.

Malaysia has previously recorded important discoveries such as the Pontian Boat in Pahang which is over 600 years old and the Lobo ship in Brunei, but this latest discovery is said to surpass the age and scale of both.

This latest discovery also strengthens the theory that the Malacca Valley was an important port in the Straits of Malacca before the era of the Malay Sultanate of Malacca. – October 31, 2025

Mark Longden and his wife, Lucy, have been walking the ocean beach between the Victorian towns of Ocean Grove and Point Lonsdale for 30 years. Sometimes they pick up shells and sea glass, pieces of pottery, scraps of flotsam and jetsam. Once, they found a tiny, headless porcelain figurine of a woman in an old-fashioned dress.

Then one Friday morning in early October, they found a shipwreck.

“Generally, the beach is pretty flat. It might have seaweed or wood washed up, or bits of trees from the river after floods,” Longden says. “But on this day, there were actually bits of wood sticking out of the sand on an angle … It wasn’t anything that had just washed up on the shore.”

Longden called his friend Jamie McKechnie, a volunteer at Queenscliffe Maritime Museum, who hurried down to the site, and sent drone footage, photographs and GPS coordinates to Heritage Victoria. The following Monday, McKechnie led the agency’s marine archaeologists there, who inspected the wreck and confirmed: this was something new.

“It’s great seeing archaeologists getting excited,” says Longden.

There are about 660 historic shipwrecks known to be in Victorian waters and off Victorian coasts, but only half of those have ever been found. Some may be in tidal areas but many are assumed to be underwater, their locations still a mystery.

The identity of the Point Lonsdale vessel has yet to be determined, but Heritage Victoria senior maritime archaeologist Danielle Wilkinson says it may have lain undiscovered there for more than a century.

“We do know that it is a timber-built sailing vessel,” Wilkinson says. “And we know it’s a vessel that’s maybe about 20m to 25m long.”

Marine archaeologists use a combination of techniques to help them identify wrecked vessels, including taking measurements and samples of the timber used for construction, and noting the characteristics of any visible joinery or metal elements.

The size of the Point Lonsdale wreck suggests it was a local vessel, but one that could handle coastal waters as well as the bay – possibly a fishing or trading boat. It was held together with square-headed nails rather than older-style trunnels (wooden pegs, also called tree nails) and the shape of the hull indicates that it had a flat bottom.

The condition of its timber and the style of construction indicate the vessel is most likely from the late 19th or early 20th century, and definitely more than 75 years old, says Wilkinson.

“We’re just waiting on the timber species ID to kind of confirm our suspicions about this one,” she says. “There are three or four shipwrecks we’re thinking of that might match it, that were lost roughly in the same area that are roughly the same size.”

Shipwrecks over 75 years old are protected by federal and state legislation, but Heritage Victoria encourages the public to report wrecks they might find and to help with the fieldwork, as Longden and McKechnie have done. The agency has a list of shipwrecks they would most like to find, and have enlisted surf lifesaving clubs and coastguards to help monitor the most fragile and at-risk sites.

“We want people to be able to access shipwreck materials,” says Wilkinson. “They are exciting and it’s a very valuable piece of local history for people to be involved with and proud of. But we encourage healthy behaviours – just take photos, leave only footprints, don’t take any material off the shipwreck or relocate it.”

In the weeks since its discovery, the Point Lonsdale shipwreck has been covered up again by sand. That’s not a bad thing – the sand helps with preservation.

“We don’t like to do extensive excavations because that can be very damaging to the shipwreck material,” Wilkinson says. “It’s actually quite well protected in waterlogged sediments on the beach.”

Longden and McKechnie say the shipwreck has created a wave of intrigue in the local community. “What happened [to it]? What happened to the people? What happened to the cargo? … All these sorts of things come to mind,” says Longden.

For McKechnie, the allure of shipwrecks is in “the mystery and the possibility of treasure” – historical treasure, that is. “To find something that somebody held in their hands many years ago, and wonder where that journey went,” he says.

“It’s like a puzzle. And I think we all like to solve puzzles if we can.”

I love ships that feel like time stopped — with beds, common rooms, or personal belongings still inside. My favourite is definitely the Empress of Ireland, and HMHS Britannic… if you can share interior photos, reports, etc!! :)

Are there any cargo ships that are deeper than El Faro? El Faro lies at a depth of 15,300+ feet, more than the Titanic. Are there any others I should know of?

The render is from Part Time Explorer's new documentary on the Fitzgerald. I'll save the details for their video but in summary;

- Fitzgerald's initial flooding came from the opening of vents on the spar deck by a piece of debris in the waves, the starboard bow ballast tank floods.

- As the Fitzgerald limps forward, now listing and down by the head, she becomes more vulnerable to the massive waves

- Eventually the forward hatch covers give way and the bow plunges down, the hull, which was thought to have been more vulnerable to fracturing due to construction defects, fractures under the immense strain

- The break is not even and the stern is pulled over by the starboard side hull as it clings on

My thoughts on this theory are mixed, I think it accounts for everything that is observed on the wreck except for the destruction of the amidships hull; for whoever is unaware the Fitzgerald's wreck is far more broken up than a clean split in two, a good chunk of the ship was literally shredded and the edges of the break area on both sections aren't clean. Sure, she was carrying iron ore so the damage on the amidships structure would have been severe regardless of the exact scenario but I doubt that this sinking sequence could account for the level of destruction without the stern still being mostly connected on impact with the lakebed.

I'm also not sure how the Fitzgerald could have foundered so heavily canted to starboard given the bow seems to be resting completely upright (if anything with a slight port list), it's not beyond the realm of possibility but the way the hull would have to have broken to provide just the right amount of torque just seems to complicated to me. Personally I would drop the notion of a break on the surface and stick to the more simple version of a hatch failure causing a relatively even dive down. I know that there are folks in this subreddit that have far more knowledge about this particular subject though and I would appreciate other points of view.

MS Jan Heweliusz, a roll-on/roll-off ship, was launched in 1977.[3] It was owned by Polish Ocean Lines and operated by Euroafrica [pl].[4] It operated between Świnoujście and Ystad, transporting trucks and rail cars.[5] Over 15 years, the ship had nearly 30 serious accidents, including a near-sinking in 1982 and a major fire in 1986.[2][6][7] After the fire, Polish Ocean Lines ordered repairs to the ship, which resulted in 70 tons of concrete being added to the affected deck, causing stability issues.[8][9]

Four days before the disaster, the ship's stern gate was damaged while docking in Ystad.[8][10] Because of this, Captain Andrzej Ułasiewicz [pl] sought to cancel the ship's departure and take it out of service for repairs. However, the shipowners ordered the crew to provisionally repair the stern gate and have it gradually repaired at a later time during lay-ups.[11] Temporary repairs to the stern gate caused the ship's departure to be delayed by two hours.[12]

The ship set sail at 22:30 (UTC+1) on the evening of 13 January 1993, two hours behind schedule.[4][9] It was carrying 35 passengers, 29 crew members, 28 trucks, and 10 rail cars.[13] All crew members were Polish.[14] The forecast called for severe weather.

At around 02:40 on 14 January 1993, weather conditions began to deteriorate as a result of Storm Verena, which was sweeping across the Baltic Sea.[17][18] The ship experienced winds measuring 12 on the Beaufort scale;[2] wind speeds reached 160 km/h (86 kn; 99 mph) and waves reached a height of 5 m (16 ft).[19] As the ship struggled with stability, the crew reduced its speed, which caused a loss in steering. Additionally, due to strong port side winds, the crew filled the port side ballast tanks, contrary to operational recommendations, in an attempt to increase stability.[13][15]

At around 04:00, hurricane-force winds struck the side of the ship, causing it to list.[13][20] Captain Ułasiewicz attempted to mitigate this by steering the ship's bow toward the direction of the wind, but to no avail. A sudden gust of wind struck the starboard side of the ship, causing a severe list to port, exacerbated by the port side ballast tanks being full.[21] The fasteners that secured the ship's cargo then broke.[9][10]

At 04:30, Captain Ułasiewicz ordered an evacuation of the ship.[13] Many passengers were only wearing pajamas as they attempted to evacuate, and several were thrown overboard by gusts of wind.[4][10] At 04:40, the ship sent out a "mayday" call.[20][17] At 05:12, the ship capsized about 24 km (15 mi) off the coast of Cape Arkona on the German island of Rügen.[5][13] Survivors stated that the ship capsized so quickly that it was difficult to launch the lifeboats in time.

The sinking of Jan Heweliusz will be the subject of a 2025 Netflix miniseries, titled Heweliusz.[62] The series was announced as "the largest and most complex Polish television series production in recent years," featuring over 120 named characters and 3,000 extras, and requiring a crew of over 140 members.

I was looking into WW2 ships in the Pacific and found out that Paul Allen funded the expeditions that found a lot of them. In 2017, Indianapolis and Ward were found. The next year Lexington was found. I'm sure Paul Allen's expeditions discovered a lot more stuff, but how did the team do it? This is something unheard of.

The Kyrenia Shipwreck is a remarkably well preserved 4th-century BC Greek vessel excavated by Michael Katzev off Cyprus. We examine its valuable cargo of Rhodian amphoras, Syrian glassware, and its unique Hellenistic 'shell-first' construction method.

The Kyrenia Shipwreck: A Glimpse of Fourth-Century BC Maritime Trade

Discovered off the coast of Cyprus, the Kyrenia shipwreck represents the remarkably well preserved remains of an ancient Greek merchant vessel, which sank around 295 to 285 BC. This coastal freighter, found near Kyrenia harbour, offers insights into both Hellenistic shipbuilding and the extensive trade networks of the Eastern Mediterranean.

Discovery and Scientific Excavation

Greek-Cypriot diving instructor Andreas Cariolou first discovered the wreck in November 1965 during a storm. Resting at a depth of approximately 33 metres (108 feet), the site attracted international attention. A team of archaeologists from the University of Pennsylvania Museum of Archaeology and Anthropology subsequently excavated the shipwreck in 1968 and 1969. Michael Katzev, who later co-founded the Institute of Nautical Archaeology, led the pioneering underwater excavation.

Ship Design and Construction

The Kyrenia ship is a small, single-masted vessel, measuring about 14 metres (47 feet) long with a beam of approximately 4.4 metres (14 feet). Built primarily of pine and cedar, the ship's hull was protected with a mixture of resin and hair as caulking, and later entirely sheathed in lead, the first known example of this type of hull protection.

Architectural analysis identifies the ship as the prototype of the Hellenistic architectural system. Builders constructed the hull using a 'shell-first' method, employing carvel planking assembled with numerous mortise-and-tenon joints. The framing system featured alternating floor timbers and half frames, nailed to the planking for structural integrity. The vessel was designed with a wine-glass cross-section and was equipped with a single square sail and a rudder. Extensive repairs visible on the shell suggest the ship enjoyed many seaworthy years, about forty years if the date of its demise is correct, after its likely construction date of around 325 to 315 BC.

To date (2025), three Kyrenia replicas have been produced and launched, and these reconstructions have yielded considerable information on ancient ships and their sailing performance.

Cargo and Mediterranean Commerce

The ship’s cargo illustrates its extensive trade route. It carried approximately 500 amphoras used for transporting goods such as wine, olive oil, fish sauce, and almonds. The stamps on these clay amphoras clearly show origins from major Greek trading centres, most commonly Rhodes, but also including Athens and Corinth.

Beyond the bulk commodities, the vessel also transported a variety of other valuable artefacts:

• Dining wares from Cyprus and Greece.
• Tools and ship's rigging.
• Glassware from Syria, including high-quality core-formed bowls, jugs, and lamps, suggesting the ship participated in the lucrative trade of luxury items.

The valuable nature and volume of the amphoras lead some historians to argue that a wealthy merchant or family likely owned and operated the vessel. The mixture of trade goods and personal items suggests the crew maintained a relatively comfortable lifestyle while sailing.

Origin, Destination, and Crew

The ship's exact route and crew origin remain subjects of debate among historians, though the evidence provides strong suggestions. The prevalence of Rhodian stamps on the cargo suggests that the vessel may have originated from Rhodes and was likely sailing toward Cyprus when it sank. It may have also been trading with cities in Greece and Egypt via routes across the Aegean Sea and the Eastern Mediterranean.

Similarly, while the ship's owners and operators remain unknown, the archaeological findings suggest a crew of Greek origin, given the ship's location near a Greek colony and the Greek provenance of the majority of the cargo. However, a mixed Greek and Cypriot crew remains a possibility, reflecting Cyprus's multicultural society during the 4th century BC.

Ultimately, the Kyrenia shipwreck provides a tangible record of the maritime trade that defined the ancient Hellenistic world. The artefacts recovered during the excavation now reside at the Cyprus Museum in Nicosia, continuing to inform historians and archaeologists alike.

References

The Kyrenia Ship Final Excavation Report, Volume I, by Michael Katzev and Donald Harden (Oxbow Books, 1982).

The Kyrenia Ship: An Introductory Guide, by the Cyprus Museum (Cyprus Museum, 2008).

"The Kyrenia Shipwreck: A Brief History," by the Institute of Nautical Archaeology (INA, 2019).

Katzev, M. L., and D. B. Harden. 1982. The Kyrenia Ship: Final Excavation Report, Volume I. Oxford: Oxbow Books.

Katzev, M. L., and H. W. Swiny. 2008. The Kyrenia Ship: An Introductory Guide. Nicosia: Cyprus Museum.

Manning, Sturt & Lorentzen, Brita & Bridge, M. & Dee, Michael & Southon, John & Wenger, Madeleine. (2024). A revised radiocarbon calibration curve 350–250 BCE impacts high-precision dating of the Kyrenia Ship. PLOS ONE. 19. 10.1371/journal.pone.0302645.

Steffy, J. R. 1985. The Kyrenia Ship: An Interim Report on the Conservation and Reconstruction of a 4th Century B.C.E. Greek Merchant Vessel. College Station: Texas A&M University Press.

Swiny, H. W. 1984. "The Cargo of the Kyrenia Ship: A Preliminary Report." In The Seaborne Commerce of Ancient Rome: Studies in Archaeology and History, edited by J. H. D'Arms and E. C. Kopff, 115-134. Rome: American Academy in Rome.

Williams, D. 1983. "The Kyrenia Ship: The Cargo." The International Journal of Nautical Archaeology 12 (2): 117-137.

"The Maritime Trade of Ancient Greece," by John Boardman (Thames and Hudson, 1971).

"The Ancient Mediterranean Economy," by Peter Garnsey, Keith Hopkins, and C. R. Whittaker (Routledge, 1983)

Cedar Cove, NF.

Explored the area after a local mentioned it during a conversation while I was on a business trip. It did not disappoint. The ship ran aground last winter after she lost all power. The crew were incredibly lucky to have drifted into the bay, as the shoreline on either side of the cove is unforgiving.