Thistlegorm Revealed Final Proof

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THISTLEGORM REVEALED

EXTRACTS FROM

Sunderland to Suez,

The Story of the Thistlegorm

By Peter Collings


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ESTABLISHED 1954

CALL US ON 01642486666

Premier Dive, Outdoor and Watersports Store


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CONTENTSDENNEY DIVING PAGE 2

OLYMPIC /SNEFRO/DIVELIFE PAGE3E BOOK CONCEPT PAGE 4

OTTER DIVERSWAREHOUSE PAGE5INTRODUCT ION PAGE 5

AP VALVES PAGE 8RUMOURS DISPELLED PAGE 9

UWAHU PAGE 12CARGO PAGE 13

MIFLEX XTREME HOSES PAGE15FINAL VOYAGE PAGE 16

FAILED MISSION PAGE 16DIVELIFE PAGE 17

CAPT AINS RECOLLECTIONS PAGE 18MIFLEXEXTREMEHI DIVING HOSES PAGE 20

SEA &SEA PAGE 21DEEPLENS PAGE 22

BIO PAGE 23

OONAS/STARFISH/DIVE LOG PAGE 24THE WRECK TODAY PAGE 25SUNDERLAND TO SUEZ PAGE 27

AREA MAP PAGE 28THE THIRD RAIL CAR PAGE 29

TO BUY I CLICK! PAGE30

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 resentedby myself and members of the Red Sea Wreck Academy, self proclaiming experts still, for reasons known

only to themselves, continued to quote the MARCUS as the CHRISOULA K. It was archive photographs

from Howard Rosenstien and the location of the ships bell, which added weight to Stephan Jablonskis

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 op portunity to give something back to diving and promote the forthcoming EGYPTIANSHIPWRECKS. 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 thenew 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 inEgyptian waters.

So now we have a total of 5 titles available, ( and several more on the way), yours to enjoy and pass on-

to anyone who may be interested-and dont 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 Cousteaus many broadcasts. Being built locally I quickly located

her plans, purchase documents and the historical background of both her builders and her owners. Despite

all this there were certain key elements missing-only one photograph seemed to exist-depicting herlaunch, 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 wreckswe 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

newspapers .Several books appeared, but no new facts had come to light despite Im sure the efforts ofthose who had written about her. There were of course the usual rumours and much speculation. One

book revealed an impressive picture of a huge p orthole-solid brass-its owner claiming it had come fromthe 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 superb 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 Stanier8F 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 informationabout 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 p rovide the final pieces of information about the cargos 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 tothe 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.

Much of the older material had been hand written and the inks had faded, but there amongst some

wartime accounts were several sets of cargo listings for 1941 including that of the Thistlegorm. Althoughvery 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 wereloaded. 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, speculation 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/WARSHIPThe ship itself has often been incorrectly described, one publication labelled her H.M.S a prefix usedfor 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 quarterof 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.

3RD LOCOMOTIVE

The manifest c learly states that 2 locomotives-Stanier 8 fs were loaded onto the ship (see photo page 22Sunderland 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) Facingthe 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 bootshave 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.

SISTERSHIPRumours 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. Most likely the myth stemmed from the sinking of the Rosalie Moller three days later. A verysimilar ship also with Glasgow connections- and only a few miles from the resting place of the

Thistlegorm .

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

MERCHANT SHIPS. The Thistlegorm ,having guns that could only fire in the aft

quadrant were deemed as DEFENSIVELY

ARMED MERCHANT SHIPS


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THERES A WRECK NORTH OF THE THISTLEGORMTo 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 Thist legorm 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 vehiclesand 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 merchantship 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 WARFAREAgain this is an unfounded rumour, and there is nothing in her manifest to suggest any such materialswere 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 speculated 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 supplies such a morphine, camphor oil and Lysolats (anti septic). Even the Austin ambulances,

loaded onto the upper superstructure has been packed full of medical supplies. These would have beensalvaged as very valuable cargo.

HER DISCOVERY

In Cousteaus 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 simplysailed 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!

The Rosalie Moller-often

labelled the Thistlegorms sister

ship, due to several similarities-

the connection with Glasgow,

their size, both bombed within afew days of each other and on

the same route .Note The

Rosalie Moller was not in the

same convoy as was first

thou ht.


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THE BOMB ALSO BLEW UP THE SHIPS BOILERThis 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 theattack 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 theengine 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 quotedwere previous names of wrecks we had located.

Then salvage commenced on the Million Hop e-rumours said it was just cosmetic, and the superstructureended 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 Million Hope. 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 theMillion Hope. No doubt a new rumour will spread 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 s ix andthis gives us an idea of the numbers for a single entry in the list. The final number will never be known.

Many of these were 4 and 4.7, armoured piercing, plus the huge 15 shells used by the heavy cruisers

and battleships.

Again an Italian publication claims most of the ammunition was destroyed, however there are still severalhold still full of cases of shells.-In one survey we est imated over 300 metal cases each containing 6 shells-

and that was only one tween deck area.

UNIVERSAL CARRIERSThese 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 suggest 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 PARTSAgain 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 cratedfuselages were loaded into the lower forward holds.

H.M.S QUEEN ELIZATETH.

One of 3 battleships of this classwere operating along the

Mediterranean coast and the large

shells on Thislegorm were

destined for these warships.

Many of the aircraft spares were for the

WESTLAND LYSANDER, includingthese 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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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 to26mtrs-,even allowing for a full meter for the bottom tanks that still leaves 3 mtrs un accounted for!

AUSTIN K2 AMBULANCES3 of these were loaded in the bridge area and were themselves packed with medical supplies. 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 CARGOESWhile 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 unableto decipher all the entries.

The Westland Lysander was fittedwith 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 stillbe founds in the forward holds.


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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 Glasgow 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

FAILED MISSIONThe targets for the 4 HE111-BOMBERS was the Queen Mary (the Grey Lady), Maurittania and

Brittanic. Such was Hitlers obsession with sinking the liners it is unlikely 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.

TIME TABLE TO DISASTER

17TH

JULY 1941 Departs Glasgow

19th JULY d eparts Birkenhead inconvoy 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

OCT 14TH

SHAAB ALI, sunk at

anchor.


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THE FAST CONVOY; RMS QUEEN MARY, RMS BRITTAINIC ,RMS 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 opted 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

NORMAN ELLAND DUNN, but perhaps one of the best finds in terms of documentation cameunexpectedly, while searching for info on the Rosalie Moller. 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.

Makes 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 ,awaitingpassage up the Gulf of Suez, I was awakened by the sound of explosions. Iimmediately 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 shipwas 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 werelaunched and the men on watch and whose quarters were amidships were

safely got away with the exception of Sokando, donkeyman. My boat drifted aftand was successful in picking up three or four men who had jumpedoverboard

We were joined in the search by Naval craft until long after vessel blew upand sank .When later assembled on HMS Carlisle it was found that the ninemen listed above, of whom 5 were naval gunners had all died in the explosion


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MOORINGS

Despite 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 spread to the Rosalie Moller-her mast lifeboat deck andstern 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 alwayscomes first!

Had this been done years ago the Thisltegorm and Rosalie Moller would indeed st ill be world classwrecks. 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 Mike Fenney of DIVE-

LOG.COM design and produce

this amazing set of log bookstickers, depicting all 40 of the

wrecks featured in our escorted

safaris. Needless to say the

Thistlegorm is well represented,

with sketches and archive photosto make your log record unique.

These are the only accurate and

indeed universal fitting stickers

system available , and cover 4

distinct regions from the Sudanborder to the Suez Canal

Available from DEEPLENS..COM or DIVELOGS.COM


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DEEP LENS.COMUNDERWATER PHOTOGRAPHY & WORLDWIDE SAFARIS

AQUATIC IMAGERY SINCE 1985

14 AINTREE DRIVE , SHOTLEY BRIDGE, CO. DURHAM DH8 ONT

TEL 01207504160 MOBILE 07860468174 Email: [email protected];

WWW.deeplens.com

BSAC PREMIER SCHOOL

For over 20 years we have been successfully organizing and leading

photographic and shipwreck safaris around the world, using the very bestlivaboards and dive centres. Our destinations include:

Palau Truk Lagoon Maldives

Egypt Sudan

See our regular features in DIVE and H20 magazinesWE SPECIALISE IN WRECK HUNTING EXPEDITIONS and

ASSOCIATED TRAINING


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PETER COLLINGS BIBLIOGRAPHY-PUBLICATIONS

1986- 2009

1986 1988 1991 1996

2000 2001 2002 2002

2005 2008 2008

2009 2009 2009 2009


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THE WRECK TODAYIts 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 symbol of wreck diving. .Despite 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.

Despite this, if its timed right then the wreck still has much to offer those who havent 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, andindeed 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 photoopportunities. 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 Shaab empties dirty water

flows from bow to stern. The incoming waters fro the Red Sea bring the best visibility, and also the bestfish 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 focsle is quite rewarding. A good dive master will briefyou!

If you are in a guided group avoid a group bigger than 4 IT DOESNT 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 cant make out your line come up one from another boat but never never free ascend


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AVAILABLE NOWUNDERLAND TO HAAB ALI-

THE TORY OF THE THI TLEGORMA DIZZYING AMOUNT OF DETAIL DIVE MAGAZINE

100 PAGES A 4 FULL COLOUR

MANY NEW FACTS ABOUT THE WORLDS MOST 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 Shaab Ali, Peters

10th

book covers in great detail the story of this iconic shipwreck. Packed withfacts, 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 wasmistaken for the bolier of a locomotive. Only 2 Stanier 8f locos were 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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Thistlegorm Revealed Final Proof

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Transcript of Thistlegorm Revealed Final Proof