We have just finished filming for our next TV appearance, which will be shown on the next series of BBC1 SW’s Inside Out program. The series starts in September 2018.
We have managed to record most of our appearances, then uploaded them to You-Tube. Here are some of them:
- President Wreck BBC1 National News at 6
- Why does this diver keep finding bombs, Forces TV
- Animals rescued from ghost fishing gear in Cornwall, BBC News
- Falmouth U-Boats BBC Spotlight
- Schiedam BBC Spotlight
- Darlwyne BBC Inside Out
- Darlwyne BBC Spotlight
- The Net BBC One Show
|The U-BOAT Coast
Appeared in DIVER July 2018
|President’s guns found off Cornwall
2 June 2018
|2018-06-02 12:25:00||Diving News|
|Is this the last glimpse of HMS Anson?
27 May 2018
|2018-05-27 11:37:16||Diving News|
|NOW YOU SEE IT…
Appeared in DIVER February 2018
|2018-02-08 16:50:29||UK Diving|
|Diver finds WW2 mine off Cornwall
5 December 2017
|2017-12-05 10:27:39||Diving News|
|Divers find 100m ghost net in Cornwall
28 June 2017
|2017-06-28 09:46:42||Diving News|
|Divers find 17th-century wreck at Poldark site
14 December 2016
|2016-12-14 11:58:31||Diving News|
|DARLWYNE – the forgotten tragedy of 1966
Appeared in DIVER November 2016
|Divers may have solved 50-year Darlwyne mystery
5 August 2016
|2016-08-04 17:42:22||Diving News|
|Large jellyfish greet divers
21 May 2014
|2015-03-31 22:04:38||Diving News|
|Baby lobsters released
5 April 2014
|2015-03-31 22:04:36||Diving News|
SOMETIMES THINGS CAN surprise you. Something catches your attention, and you might even wonder how you missed it.
One day this May, we were having a lunch-break at the marina between dives when a guy from the sailing school came over. He had just taken out to sea a journalist who was interested in events surrounding the Football World Cup of 1966 – the one England actually won.
The journalist wanted to visit some of the places where the Darlwyne had been. Had I heard of the Darlwyne? I hadn’t.
He explained what he knew of the story. Fifty years ago, on 31 July, this pleasure-boat had left Mylor for Fowey, overloaded and unfit to be in the water. The passengers spent the day in Fowey, and the Darlwyne set off back to Mylor.
The winds had changed direction, so it would be a rough trip home for any boat.
A few people said they had spotted it making way, but it never arrived back. It disappeared with no survivors.
The man from the sailing school had never heard of the Darlwyne either, before taking the journalist out. The quay it left was only 100m or so from the sailing school, but that was before Mylor was the yacht harbour it is now.
He also mentioned a book by Martin Banks called The Mysterious Loss of the Darlwyne: A Cornish Holiday Tragedy.
I found nothing at wrecksite.eu, so I created a record for the Darlwyne.
Using Google I found the original Board of Trade report, which was quite detailed, but to sum up:
• The Darlwyne was not fit to go to sea;
• There was very little safety equipment and no radio;
• It had a capacity of 12 but was carrying 31 people;
• The wind forecast changed between leaving Mylor and the return voyage;
• Darlwyne was a 25-year-old timber ex-Admiralty picket boat;
• It was 13.5m long with a 3.5m beam and weighed 12.35 tons;
• It had two Perkins P6 diesel engines and had been re-propped;
• There was a massive air & sea search but only some wreckage recovered;
• Nobody survived;
• The 12 bodies recovered were of people who had died of deepwater drowning.
I WAS STRUCK by the massive loss of life in what was a relatively recent incident that, occurring the day after the World Cup victory, had somehow been overlooked. We had to try to find this wreck.
The Board Of Trade report also stated that 912 objects had been identified by the Royal Navy, which was involved in the searches, and that divers had investigated 142 of these. Historic England located within the National Archive the records we needed to see. By spelling Darlwyne as “Darlwin”, it found several other reports.
Google searches also revealed a recent interview with one of the RNLI crew who had searched at the time.
We knew him, a local ship-researcher and retired ship’s pilot.
The Darlwyne would be a small target to find in an area of mostly rocky seabed. An expert told us that we would need a caesium magnetometer flown 6m from the bottom to locate the relatively small boat-engines, which weighed around half a ton each.
This wouldn’t be a practical method, however, because the caesium tow-fish was likely to be damaged or lost among the rocks and pinnacles.
With potential depths of up to 60m, side-scan sonar would be better, though with that rocky seabed any results were likely to be unclear.
Without any actual real sightings of the vessel, the area to search was far too large, especially taking into account the depth of water. The area in which the wreckage and bodies had been found was 10 miles long and possibly two to three miles out to sea.
The report concluded that the Darlwyne had sunk in the Dodman Point area. The reef there is subject to strong tides and regular tidal overfalls – waves caused by strong currents at peak tidal flow. Under water there are many rocks and crevasses.
Nick, one of our team, put out a call for information on a local radio station. Someone who had worked on a scallop-dredger called to say that during the 1980s his boat had dragged up a wooden transom with the name Darlwyne on it from a gully SSW of Dodman Point, at a range of a third of a mile.
In another report, a fishing-boat had trawled up a propshaft and one or two propellers about two miles south-west of the Dodman. The items were left on the quayside at Mevagissey for the Ministry of Defence to identify.
According to the report, inspectors had confirmed that they were from the Darlwyne, but there seemed to be no official record of the visit. How would the MoD identify the Darlwyne from the propellers when it had been re-engined and fitted with smaller props?
LOCAL FISHERMEN also came up with the location of an unidentified timber wreck, very close to where the transom was supposedly trawled up. These locations also happened both to be in a wide gully, in which a wreck could easily be missed by normal surface-detection methods.
So we would have to try a diver-led search in the gully. If a trawler had been through the wreck, any timbers left would be spread around.
The engines and ballast could be anywhere, so we would have to look for anything that didn’t fit with the surroundings. There might be small corroded iron or steel objects, the engines, anchors or even the granite sets (square paving granite blocks) added for extra ballast after the Darlwyne was re-engined.
None of these were big targets, and everything but the granite blocks would be encrusted, so it would have to be a slow, studious search.
We left Mylor and made our way to the Dodman. We had planned a day with the winds offshore and neap tides – the Dodman has some notorious currents, and we needed as few of those as possible.
We trolled the boat up and down and, using a combination of the newer, higher- resolution electronic charts on the plotter and our echo-sounder, studied the seabed.
Our echo-sounder has a high-definition “downscan” that is part of its side-imaging system, with a multi-split-screen function to show the downscan beside the sidescan images, displaying
the charts and sonar simultaneously.
We used our back-up plotter for the charts once on site.
The gully we had been looking at on the charts had a rocky bottom with a sandy strip that would not be wide enough for a scallop dredge, so we carried on searching.
The only other gully that matched the information we had been given was on the north side of a reef known as the Bellows. This was much larger, 400m wide and more than 800m long, stretching out into the sea. It would take a lot of searching, and we found nothing on our electronics other than the end of the gully.
ON OUR FIRST DAY of diving, five of us did two dives each. The first pair went diagonally across the gully, marking the entry and exit points on the chart-plotter and looking for scallops and scallop-trawl marks to confirm that the gully fitted the criteria, which it did.
The second group followed the edge of the gully, hoping to find anything that had fallen off the edges of the trawls. One granite block was found, its sides around 30cm long, so larger than a granite set. The records had stated granite sets, but anything could have been used. Nothing else was found, and we returned to Mylor.
We decided that next time we would try to find the end of the trawl-marks, where the dredgers would have stopped and turned back because of rocks or a change of seabed. Parts of the wreck might have been deposited there, after being dragged along.
A few weeks later we returned. The weather was good, but the tide was still running quite fast when we arrived. We decided to let it do the work and entered the water on a rocky seabed. The tide would take us to the sand, where we hoped to find the end of the trawls.
We soon came across an area covered in stones. It was what we were looking for. There were rocks of all sizes, various pieces of concrete and encrusted iron, all hard to tell apart from the natural rocks. The tide was pushing us along fast, and we were quickly dragged away.
We came to the scallop ground on coarse sand, and could have ended the dive there and waited for the tide to stop, but we were already down and the vis was good, so we decided to carry on.
After about 45 minutes we came across very low lines in the seabed. As I got closer, I could see that this was steel or iron, partially encrusted and some of it looking rusty. Looking around, we could see more items – a fisherman’s anchor, some worm-eaten wood and some recently exposed wood.
There was also a large lump that looked like a winch, plus some other iron or steel objects. The current was still running, so I took some photos as best I could before it took me away. I then started my ascent, as I needed to let them know on the boat. The tide stopped during our ascent.
I TOLD EVERYONE on the boat what I had seen and photographed, and they were excited. We dropped a shotline where we thought the wreckage was, allowing for my having drifted off the site before the tide stopped.
The next group planned to do a circular search with the shotline as a starting point. They descended and searched, but found nothing.
Had I found the Darlwyne? The location was as described by the fishermen who had trawled up the transom – scallop grounds that had obviously been dredged in the past.
The bearing from Dodman Point was almost exactly as described, although the distance was out. We often find that distances at sea are hard to get right, as endless seas have no references.
From the location both Hemmick Beach and Portloe were visible, and there had been eye-witnesses from both locations at the time of the sinking.
The spread of visible material was over an area within the dimensions of the Darlwyne. The anchor was of the type carried and the right sort of size.
There were some timbers exposed, though we had expected to see very little timber remaining. There would have been several iron and steel parts, including the tender’s davits, fitted aboard, which could account for the random pieces of encrusted steel littered around the area.
No other possible wrecks in the area were known of by Historic England or our other resources. Short of going back to search for the engines, which could take days or weeks, we’ll never know for sure.
The engines could have been trawled up and scrapped at any time, and the granite sets mixed up with stones at the end of the trawl, or miles out at sea.
Taking everything into account, it’s likely that what we found was what was left of the Darlwyne.
THE DARLWYNE was a special search in several ways. The ship sank within living memory, with close relatives of the dead still alive. There were plans for a 50-year commemoration service with the Bishop of Truro and surviving relatives at Mylor church.
We had very little time for our search – the winds and tides played their part and we had only until 31 July to find the wreck. On what was almost the last dive of the last suitable day before the service took place, I found an unknown wreck.
Was it the Darlwyne? We may never know, but a commemorative service took place above the wreck we found, which may at least give some measure of closure to the families.
Since this story more evidence has come to light, increasing the likelihood of this wreck being the Darlwyne. I am now 95% certain that it is.
After our exciting dive on the President wreck, David Gibbins wrote a press release as follows:
29 May 2018 – Cornwall, UK
Divers off Cornwall have discovered cannons and an anchor thought to be from one of the richest ships ever to wreck against these shores. In 1684 the English East Indiaman the President came to grief against Loe Bar, carrying down most of her crew as well as a ‘very rich lading, modestly judged of no less than a hundred thousand pounds … with much treasure of pearl, and diamonds.’ Her loss was so great that she was even marked on the map of Cornwall produced at this period by the famous Dutch cartographer Van Keulen. The rediscovery of the site thought to be this wreck opens up a whole new chapter in the maritime history of Cornwall, linking these shores to a time when huge fortunes were made and lost in the ‘Enterprise of the Indies.’
David Gibbins, who heads the organisation Cornwall Maritime Archaeology along with Mark Milburn, takes up the story. ‘The site was first reported by divers twenty years ago and was designated under the Protection of Wrecks Act 1973. Mark and I are licensed by Historic England to monitor the wreck, but for many years it has been covered by sand. The recent period of calm weather has allowed us to dive off Loe Bar for the first time in months. We were thrilled to see seven cannon and an anchor, and quickly realised that we were looking at a new part of the site that had never before been recorded. You might think that all the important wreck artefacts off this coast have been found by now, but that is not the case. With every storm the sand can shift to reveal new treasures. It was incredibly exciting to see something that nobody has seen before.’
The President has a remarkably detailed backstory because a pamphlet was published that year based on the accounts of the survivors: ‘A full ACCOUNT Of the late Ship-wreck of the Ship called The PRESIDENT: Which was cast away in Montz-Bay in Cornwal On the 4th of February last, As it was deliver’d to HIS MAJESTY, (both in Writing and Discourse) By William Smith and John Harshfield, the only Persons that escaped in the said Wreck.’ It tells of a desperate sea battle off the Malabar Coast of India with six pirate ships, in which a roundshot from the President penetrated the powder magazine of one of the pirate vessels and blew it up. Gibbins continued: ‘Cannons are common finds on the wrecks of merchant ships from the Age of Sail, a time when most ships were armed. But its very unusual to know that guns on a merchantmen were actually used, especially in such a colourful action and on the very voyage on which the ship was wrecked. It gives a special excitement to seeing these guns for the first time underwater.’
Further diving is planned at the site. To follow the team’s progress and see more photos and video, go to Facebook/CornwallMaritimeArchaeology.
The story was sent out to various news agencies, several published it as it was. Some added a little extra, the David added some details for the Cornwall live version.
On June 9, 2018, I received was contacted by SWNS. They were asking for more details and more photographs, I gave them what they asked for. It soon appeared on the Daily Mail website, followed by the Daily Star and The Sun. The story started spreading, by the end of June 10, it was on 34 web sites.
Daily Mail story
June 11, I received a call from a BBC reporter. Would I be interested in doing a piece for the BBC News? Of course. We met on Loe Bar with the reporter and his cameraman, they asked me some questions about the wreck and the dive, filming me as we chatted. While I was there, I received a call from Radio 5live, they wanted a live telephone interview at 6:25pm. I said that would be fine. Turned out to be the same time as the most likely spot for my piece on the BBC news. I was the told that BBC Radio 4 wanted a piece for their news, which they would edit from the interview with BBC TV News. They used the R4 piece on Radio 2 news as well.
This was generating a lot of interest. Fox news rang asking for more details, not sure if it was for on-line use only or for a TV piece.
The combined BBC pieces had an estimated audience in excess of 15 million, plus now there were 103 web pages featuring the original press release, as well as being on Fox.
Wow has anyone ever read one of these?
We have to have one of these dealios to explain how we comply with the GDPR (General Data Protection Regulation), the DPA (Data Protection Act) and the PECR (Privacy and Electronic Communications Regulations) because God knows there’s not enough actual interesting things in the world to read, you need to read 1,000 words of legalese nonsense that makes literally not one bit of difference to anyone, ever.
Also we don’t really know what these things are. We’re a DIVE CENTRE and spend most of our time swimming with the fishes.
Short words (written by short people, modified by a tall one)
So. Here we go…
Since the sailing vessel, the Hera, sank in 1914, she has undergone a lot of changes.
Over the last eight years we have dived it many times, talked to people from around the area including retired divers and collected as much information about the wreck as possible. Culminating in the 100 year anniversary commemoration services at St Symphonian’s Church at Veryan, Cornwall.
Our main goal was to find out why it ended up in two separate parts, lying parallel, with the bow and stern alongside each other about 12m apart.
The Hera was a four masted steel barque. It was rigged with royal sails above double top and single topgallant sails. Weighing in at 1,994 tons and measuring 276x41x23 ft, it was a large vessel.
Built in 1886 by J.C. Tecklenborg, yard no. 58, it was originally named the ‘Richard Wagner’. A German document written in 1982 states that it was built completely on spec, it was the first iron ship the yard had built and their first tall ship. It took three years to sell and in the meantime was used by Franz Tecklenborg’s company, the yard owner’s brother’s company. It made several trips, bringing grain back from San Francisco.
It was sold to Rhederi Aktien Gesellschaft of Hamburg in 1889. On January 30th 1914, The Hera was ninety one days out of Pisagua, Chile. En route to Falmouth with a cargo of nitrate worth 30,000 British pounds, a very valuable cargo at the time.
The winds were strong from the south west, Captain Lorenz was unsure of their position. He sailed slowly, looking for either the Lizard or St Anthony’s light. As dusk fell and the conditions worsened, there was still no sign of any light. Just before midnight, land was sighted, Captain Lorenz ordered the ship be put about. In the stormy conditions that night, the ship was slow to respond. She hit the Whelps, on the south side of Gull Rock, in the south westerly gale just before midnight on January 30th January 1914. Taking on water, she then drifted around Gull Rock and eventually sank in the early hours of February 1st. When it sank in 15m of water, only her masts and rigging remained above water, the crew were clinging to the wet rigging and ropes for their lives.
Eight men clung to the rigging in total, but, as the tide rose three were gradually covered by the icy water. With one whistle between them, they passed it along and blew in turn, until the Falmouth lifeboat, guided by the whistle rescued the five survivors.
The lifeboat ‘Bob Newton’ was set the task of recovering the survivors. The Bob Newton was towed from Falmouth by the tug ‘Perran’, to about a mile offshore (possibly Carne Beach). It then made it’s way between Nare Head and Gull Rock to speak to the coastguard on the shoreline.
The lifeboat’s coxswain, Samuel Hingston, described the rescue:
“On the way we encountered huge seas. When about a mile offshore we slipped the Perran and and went in between the Gull Rock and Nare Head and spoke to the coastguards, who were on the rocks. From what we could ascertain from them there was a vessel near the shore, but on the outside of us. All at once I heard a whistle blowing. We immediately got our anchor up and went away in the direction of the sound. Then we saw a speck on our lee bow and later we made out five men hanging on a spar. We experienced considerable difficulty in rescuing the men because of the heavy seas. We were afraid of crushing them against the spar. Our bowman, William Leuty, badly crushed his finger in the rescue.”
The RNLI described the rescue of the five men in gale force conditions as “a commendable rescue.”
The survivors were discovered clinging to the jigger-mast which had broken, and which was held fast by the backstays and which protruded above the water. When rescued the men were half dead with cold, exposure and exhaustion having been clinging to the mast for between five and six hours and buffeted by tide and seas. Three others of the crew, who had clutched at the mast for safety, were forced to leave go their hold of it and perished, whilst the first mate, who was lashed to the mast, succumbed before help arrived.
Only five of the twenty four crew survived, fifteen of the deceased were buried in the churchyard at St Symphonian’s Church, Veryan. The grave interred the first twelve bodies that were recovered and is thought to be the longest grave in the country, as they were buried head to toe. Three more bodies were found and buried alongside their crew mates. The captains body was returned to Germany but three bodies were never found. Over six hundred people were reported to have attended the funeral by the vicar, Canon Kempe, who was accompanied by other clergy and Chaplain J.C. Badger (Falmouth).
One of the survivors, Joseph Cauchi, lived to the age of 84, passing away in 1979 at his home in Malta. His story can be found here – http://www.submerged.co.uk/joseph-cauchi-a-survivor-from-the-hera.php
The Hera was sold at auction to the Harris Brothers of Falmouth for £205. Much of her gear was salvaged.
It was reported in ‘The Echo’ of July 1914: ‘a Trinity House ship was noticed near Gull Rock…..an explosion was heard….afterwards huge spars and logs of wood were brought ashore. It is assumed that ….the ‘Hera’ has be blown up on account of her danger to navigation more especially to the fishing and crabbing boats’.
This would explain why she now lies in two major parallel sections, with the stern and bow almost alongside with the ships masts between them.
In 1959 a group of divers explored the Hera, they were taken to the wreck by the fishing boat of Les Johns and William Arthur Blamey. Among items recovered were some of the ship’s portholes.
In 1970, a group of divers from RAF St Mawgan sub aqua club began to investigate the wreck. Photographs were taken and the divers brought up a number of artefacts including links of chain, pulley blocks and lumps of steam coal stamped ‘Cardiff’.
It is also reported that another local club, whilst trying to access the coal bricks, blew the plating off of the bow. Whether this caused the bow to point upwards is unknown, nowadays this is the shallowest part of the wreck.On January 21st, 2006 I dived the Hera for the first time. With little prior knowledge of the wreck, I wrote this after my first dive on her:
I obviously really enjoyed it. I can now spot the obvious errors, that, a first glimpse could easily have been made.
I soon went back and wrote this:
“It had been about four months since I last dived the Hera and I was happy about diving it again so soon. This time I decided to take my video camera as well as the digital still camera. It’s fun jumping in with two cameras. The last time I dived the Hera I swam through part of the wreck near the bow. This time I wanted to see if it made good viewing. I also wanted to get some better close up shots of the jewel and plumose anemones that cover the ‘A’ frame. We entered the water at slack on low tide. Shaun had dropped the shot right on the ‘A’ frame, the most distinctive part of the wreck standing about 5m proud of the 15m deep sea floor. I started off with a few shots of the anemones on the ‘A’ frame then set off with my video camera to do the swim through the wreck. There are some huge Pollack around the ‘A’ frame and large Ballan Wrasse are found all over the wreck, including one unfortunate individual that looked like it had got too close to a boat propeller. I made my way to the swimthrough and entered the larger opening. Inside there were a few Starfish and lots of small Pollack, Bib and Whiting, as well as the odd Dead Man’s Finger. There is nothing exciting inside and the exit is a little tight. I swam around outside looking at the sea bed with its smattering of tube worms before I decided on a return trip through the wreck. At any point within the swimthrough you do get to see patches of light through holes or under the edge where the wreck meets the sea bed. Just after I exited the wreck I came across two other divers, so I showed them the entrance to the swimthrough, then swam back around in the opposite direction. All over the wreck there is a lot of fish life; Ballan or Cuckoo Wrasse, Pollack and Whiting. As I reached the ‘A’ frame again I got the still camera out and started to get some photos of the abundant anemones that cover it; Jewel Anemones in red, orange, yellow and green as well as orange, white and green Plumose Anemones. A photographers heaven. As I neared the end of my dive I saw a Tompot Blenny watching me, so I got a shot of him too. After 75 minutes of a very enjoyable and successful dive I surfaced with a big smile.”
I still hadn’t realised that the ‘A’ frame was indeed the remains of the bow. No one else on board knew either. I dived the Hera almost every month when the weather allowed but didn’t always write about it.
My next written piece was on 29th July 2007.
That was the first time I had found the stern section of the wreck, I could feel my fascination increasing. This was my fourth dive of the year on the Hera.
My next written account was several months later on a Friday evening dive.
There were dives where I took the camera and never wrote about it, and, there were times I just dived it for fun. It was around this time that I had decided to find out as much as possible about the Hera. I wanted to collate as much information about the Hera as possible, these pages are the result.
Although the Hera struck the Whelps on January 30th, it didn’t sink instantly, so technically it sank on February 1st 1914.
With the centenary approaching we were wondering what we could do to commemorate the sinking of the Hera. Here were two of our projects:
On Saturday November 30th, we took out nine divers and 1,200 lobsters, on our RHIB Stingray, to the Hera wreck.
During the week, we had received a phone call from the National Lobster Hatchery, asking if we were diving at the weekend. We had already arranged to dive the Hera followed by the Stanwood wreck on the Saturday, and, we already had a few booked on the boat. After describing the sea bed substrate around the Hera, to Ben at the Hatchery, he said it sounded ideal. The sea bed around the Hera is a mixture of Maerl (dead and alive), coarse sand and shells, giving the juvenile lobsters plenty of places to bury and hide. Most of the divers were locals and some had even previously released the baby lobsters on our boat before. Two divers had come down from Portsmouth and loved the idea of helping with the release. Eight divers each took down one tray, containing roughly one hundred and fifty 25mm long lobsters. Several had cameras, one diver just took their camera to film some of the releases.
We had also planned to dive the Hera on February 1st, 100 years to the day of it’s sinking. Whilst talking about it and making preparations, I was contacted by Father Doug Robbins. Father Robbins was after any photos or footage we had of the Hera, it was for a commemorative weekend over the 1st and 2nd of February. After several emails and many photos and links to videos on You-Tube had been sent, I asked if they wanted a plaque or wreath laying on the Hera on our dive. We agreed on a plaque, which we collected from Father Robbins at the church.
The weather on February 1st wasn’t suitable to go to sea, so we had to delay our trip. With the winter storms of 2013/2014, it was 7 weeks before the conditions were suitable to dive the Hera.
On 1 February 1914, the sailing barque ‘Hera’ foundered and sank near Nare Head. To commemorate the event, divers attached a plaque to the wreck, in memoriam to the 19 souls who lost their lives. It had originally been arranged to be placed on the wreck on 1 February of this year, the 100th Anniversary of the sinking. Mark Milburn, of Atlantic Scuba, who arranged the event with Father Doug Robins of Veryan Parish, said that the weather had been so unfavourable that they had been forced to bide their time.
Mr Milburn said: “We had arranged to dive the wreck on the 100th anniversary of the sinking, when many dive
boats were to be on site to pay their respects. The weather has been so bad, we have had to wait six weeks to get on site.””With the recent storms it is easy to see why a sailing ship would have come to grief all those years ago.”
We will continue to update our site if we find any more information or if there is any changes to the wreck.
The winter storms of 2017/2018 have caused some damage to the Hera. One of the capstans has fallen over and around 30cm of sand has been removed. There is quite a lot of fresh rust, where plates have become exposed or moved.
Last year, we took part in the Falmouth Spring Festival Clean event. Organised by Falmouth BID and Falmouth Bay Residents association, we were contacted to help. I combined with Fathoms Free, they organised the beach cleans, I organised the divers for the underwater section. We are doing the same event this year, 2018, with Fathoms Free.
Other events past and present
We did our 1st underwater litter pick in 2011 at Swanpool Beach in Falmouth. We then continued and did a clean from every beach and dive site from Durgan to Pendennis Headland. The underwater clean at Gyllyngvase attracted the media, we got it on BBC national news and BBC News 24 worldwide. Project Aware rang me to thank me for mentioning them on TV, they had been trying for years to get the issue of marine litter on TV without success. I think this was the event that inspired Rob to set up ‘Dive Against Debris’, later renamed to Fathoms Free. We continued doing the underwater litter picks, nowadays we don’t do organised cleans, all our divers do it automatically on shore and boat dives. My regular divers sometimes compete for who can collect the most. I even teach underwater litter picking in the SDI Open Water course, I have informed the Vice President of SDI about this addition. We also did a combined event with Neil Hembrow (Beach Care, part of Keep Britain Tidy) and Penryn Campus at Gylly with 17 divers taking part, collecting litter from underwater and the surface.
We have removed many nets, pieces of nets and old pots. October 2015 saw us remove the biggest from the Manacles, a marine conservation area – http://www.bbc.co.uk/programmes/p036yq7q – which appeared on the BBC One Show. We did another big net in 2017 – http://www.bbc.co.uk/news/av/uk-england-cornwall-40442092/animals-rescued-from-ghost-fishing-gear-in-cornwall – this one only appeared on BBC Online. We continue removing ghost gear and nets. During 2017 I came up with the idea of Ghost Gear Thursdays. Our boat went out every Thursday with FreediveUK training freedivers. When the boat was only half full, 4 divers came aboard (including me) and we sited the boat above a wreck, we then took turn removing ghost fishing gear. We did this 8 or more times during the summer, it will continue this summer. The Mylor fishermen tell us when they lose gear, we either recover it or re-buoy it for them, it stops it ghost fishing.
We have taken part in a few combined events with Fathoms Free and have more planned, our boat is listed on their MMO license for removing ghost gear and sea litter.
We have released juvenile lobsters for the National Lobster Hatchery as well, in excess of 25,000 around Falmouth so far.
On another note. For the last 3 or 4 years, I have been trying to get permission to do a small trial of Seagrass reseeding. The system I wanted to trial, has proved successful worldwide and I have the backing of the World Seagrass Organisation. The VP of the WSO, Dr Richard Unsworth, will even come and join in. After many emails going back and forth, Natural England came up with their demands. A range of studies, that if I did in conjunction with a degree course would probably earn me a decent degree. Dr Unsworth got involved and told them they were being ridiculous, asking a volunteer group to undertake such tasks. Especially for such a small project. The idea was to prove it works and encourage dive clubs and groups country wide to do a similar project, we could reseed acres of lost beds but I have almost lost interest.
This could work in every country. It would generate a lot of programs around the world, for people to watch. This could be done in several ways, here are a couple of ideas based on the U.K.
Around the U.K. there are hundreds, if not thousands, of dives completed every week. With the arrival of sports cameras to suit all budgets, there is a lot of footage being taken. It’s not all good but most could be edited down into short usable clips. Clips of a single dive site could be collated, they could then be used to create the basis for a program. Editing of potentially hundreds of clips sounds a nightmare, if you have a local university that teaches media studies, the students could be used to do the first edit. Reducing 40 minute videos into a clip that suits, it may just be a few seconds of genius or luck by the cameraman. A willing presenter can then talk to people at the dive site or on a boat near the dive site. The key to a good program will be in the final edit, which takes time. With the amount of footage available, it would be easy to make a 30 minute program for most sites. Due to programming styles, allowing for start and end titles and adverts, this is only two 11 minute segments. There will be more about programming later.
The U.K. has many stories and secrets to be unveiled. In 2016, I embarked on a quest to find the Darlwyne, a motor cruiser lost in 1966, with 31 people on board. The vessel was lost with no survivors. After some detective work, we knew the area to search. I found some remains of what we believe to be the Darlwyne, just one week before the fiftieth anniversary of the loss. The BBC filmed most of the process, interviewed relatives and others who remembered the event. It was then presented on TV, as a whole 30 minute episode of BBC’s Inside Out. The program shouldn’t have cost a lot to produce and was aired on BBC HD country wide. There are many stories like this, I am working on one right now with the BBC. It only takes a small team and a half decent story, to make a good and interesting program.
I have ideas of programs that have a wider interest but still contain diving. We have people we know who would make great presenters. We have a multi award winning and twice BAFTA nominated cameraman/editor/producer. We even have a local university that teaches media studies. I am sure we are not the only ones in the U.K., there are probably several in similar situations in every country.
A suggestion for the U.K. and a bit about programming.
In the U.K. and most of Europe, we have Sky TV. There is also Freeview in the U.K. and probably similar programming in Europe and the rest of the world. These broadcasting companies have many channels, some allow individuals to buy air time. Air time is not expensive for the smaller channels, these channels are watched by tens of thousands of people, including other channels. Other channels will then license programs it likes, to be shown on their channels, this can happen more than once.
The cost of airtime can be financed by a sponsor and advertisers. An advert can be as short as 15 seconds. So where is this going? Programming, it’s about financials around programming.
Air time on a lesser known Sky TV channel will cost roughly £1000 an hour. That hour gives you 9 minutes of advertising space to recover the costs. It will also appear on-line, to watch on-demand, after being shown. If we could make an inexpensive program, which certainly can be done, for say around £3000. A 15 second advert would need to be sold for under £120, slightly less if there is a program sponsor too. This would then break even. If the program was re-sold to another channel, then there would actually be a profit. It could even be sold to other countries. Most airtime suppliers would like a series, rather than a single program. So six programs would need to be made for a small series, although it does not have to be limited to any specific amount of programs. If done worldwide, by half the countries in the world, there would be 300 hours of diving on TV globally available, based on six 60 minute programs
. Create a new series each year, in each country, the choice would be expansive.
Any profit made by reselling, could be put into making more or better programs, or used to refund/credit advertisers.
The more diving gets seen, the more people will want to dive.
On March 3rd 1915, the 325 ton trawler ‘St Ives H11’ was requisitioned for the navy. It was converted into an auxiliary patrol vessel, it entered naval service in May 1915 as 1192. HM Trawler St Ives, along with other vessels, helped salvaging the SS Keltier on December 11th and 12th 1916. The crew would have received a share of the salvage award, once it had been sorted out with the insurers. On the 21st December the St Ives came into contact with a mine laid by UC17 somewhere in Falmouth Bay. The officer and ten ratings on board were lost. The Commodore at Falmouth sent a telegram; “Regret to report trawler 1192 ST.IVES blown up by mine two miles W.S.W. of St. Anthony Falmouth. Sent to Admiralty and Devonport. 0845.”
The servicemen who were lost of the ship were:
|CARMICHAEL||WILLIAM ALBERT||24||Leiutenant||21 Dec 1916||Son of Charles and Mary Ann Carmichael, of 346, Boulevard, Hull|
|DENTON||JOSEPH ALEC||20||Telegraphist||21 Dec 1916||Son of Mr. and Mrs. Elizabeth Denton, of High St., Scawby, Brigg, Lincs|
|FAREY||HORACE CHARLES||19||Signaller||21 Dec 1916||Son of Thomas Henry and Alice Sarah Farey, of 141, Havelock St., Kettering, Northants|
|GRIMES||WILLIAM GEORGE||20||Deckhand||21 Dec 1916||Mother J. Grimes, Hill Top, Clay next the sea, Norfolk.|
|PASCOE||JOHN NICHOLAS||20||Deckhand||21 Dec 1916||Son of Robert and Lydia Pascoe, of Chapel Row, Porthleven, Cornwall.|
|PATTERSON||ALEXANDER||18||Deckhand||21 Dec 1916||Son of Robert and Elizabeth Patterson, of St. Ellas Place, Eyemouth, Ayton, Berwickshire|
|PENDER||SYDNEY||.30||Deckhand||21 Dec 1916||Husband of Janie Stevens Pender, of Tresco, Scilly Isles|
|PROUT||ALBERT HENRY||30||Trimmer / Cook||21 Dec 1916||Husband of Mary Jane Prout, of 34, Langton Rd., Falmouth, Cornwall|
|ROGERS||FREDERICK||.||Trimmer||21 Dec 1916||Wife Sarah, John Street, Maryport.|
|SCOTT||ROBERT||.||Engineman||21 Dec 1916||Son of Robert and Isabella Scott, of Hull.|
|STOREY||ARTHUR||.||Engineman||21 Dec 1916||Wife Annie, Church Street, Brentwood?|
Until now, the resting place of these servicemen and the wreck has not been known.
Watch this space.