Dunraven (Lawrence D'Arabia)
The shipwreck they had discovered was the Dunraven and whilst two more years would pass before she was correctly identified, she was of a type of ship that entirely suited his purposes, thus allowing him to elaborate on his Lawrence of Arabia connection. Which was just great - because the next development came from the BBC who wanted to make a programme about the wreck. Naturally, whilst working on various theories about the ship’s true identity, Howard deliberately stepped up his campaign about the connection with the legendary Lawrence of Arabia. It seems that "El Lawrence" used a number of different vessels to move valuable treasures from Suez to Aqaba in order to finance the Arab rebellion against the Turks. These ships were, apparently, the Dufferin, Harding, M-31 and Suva - some of which were of a very similar design to the Dunraven. It was not long, therefore, before rumours began to circulate about the possibility of Divers having found one of Lawrence’s lost treasure ships!
Now, almost 25 years later, Howard Rosenstein is happy to admit that he deliberately planted this notion of a connection with history - adding that, whilst he was unaware of the true identity of his shipwreck, he also knew that each of Lawrence’s ships were accounted for and that there had never been any "lost treasure." His inventiveness, however, was a vital tool in getting the required recognition for his corner of the Red Sea - and, not only did it work, but the rest, as they say, is history.
Eventually, of course, everyone became aware that all the treasure ships in question had been accounted for and any connection with Lawrence came to an end. Even so, one fanciful rumour was quickly replaced by another when it was suggested that the vessel might be a mysterious "Q" ship that had been sent to the Middle East during WW1 on a secret mission - during which the vessel is alleged to have disappeared! More great fiction and doubtless enjoyed as the story ran.
It was not until November 1979, however, that the name "Dunraven" was found engraved on some fine porcelain and, whilst this initially led researchers in several directions as they tried to determine precisely which Dunraven it was, it was not long before the ship was finally - and correctly, identified. Further confirmation was also obtained when Howard and his divers cleaned off the lettering on the stern of the vessel using a pneumatic wire brush. This operation can be seen in the resultant BBC film "Mystery of the Red Sea Wreck" which was screened in late 1979 as part of the series "The World About Us" BBC researchers also later confirmed the name.
And as if this discovery was not enough in terms of a drama being played out on the seabed, all this was going on at the same time as the Camp David Peace Process. Having, therefore, invented a false but nevertheless intriguing connection with one era of Arabian history, suddenly the shipwreck actually became a small part of the regions modern history. This came about when the U.S. Ambassador to Israel - Samuel Lewis, returned from the Camp David talks and decided to participate in the film. It was in this way that Howard Rosenstein was told - on film!, of the decision to return the Sinai Peninsular to Egypt . Just as Howard was to achieve the ultimate success and international media coverage for his great discovery, he was being told he was about to lose his life’s dreams and achievements.
The Ship
Built by Mitchell & Company of Newcastle, the Dunraven was officially described as an "Iron Screw Steamer - Planked" and launched in December 1873. She was one of those relatively new breed of vessel - capable of being powered by either sail or steam. A relatively large boat for her day, she displaced 1,613 GRT and had a coal fired two cylinder compound inverted engine - also built in Newcastle, by Messrs Humphrys and Tennant. Capable of producing 140 nhp, the Dunraven had a top speed of 8 knots (unladen). She was 79.6m long, 9.8m wide and had a draught of 7.3m. The Dunraven was owned and operated by W. Milburn of London and, after successful sea trials, was used on the Bombay run.
The Loss of the Dunraven
In January 1876, 27 year old Captain Edward Richards Care supervised the loading of his ship in Liverpool. It was a general cargo which included timber and steel for India’s fledgling heavy industrial ambitions. The trip out to Bombay was without incident and by the end of March they were loading the Dunraven for the return leg. Eventually, the Dunraven left Bombay on 6th April 1876 loaded with what was later described as a "valuable general cargo bound for Liverpool." The ship had a compliment of 25.
She made good time across the Indian Ocean. After a brief stop at Aden for coal, she continued on and up through the Red Sea. On the 24th April, the ship’s log records "weather fine and clear, wind light, water smooth, no sail set, vessel proceeding at full speed of 6½ knots." At 1am the next morning the Second Mate saw high land right ahead and took this to be Shadwan Island. Fifty minutes later he then saw a light which he took to be Ashrafi Light - up in the Straits of Gobal, the Master was on the Bridge throughout this time and did not question either the sightings or their identification. The Second Mate described the light as a "bright fixed light" although he later changed this. Curiously, although the Master also saw the light, the man at the wheel did not.
At 2.15am, the Master went below leaving orders to be called in one hour but at 2.40am the light was lost to view - as though it had simply gone out. Once again the later evidence of the Second Mate becomes confusing as he gives his evidence to the Enquiry. Firstly, he stated that he called the Master as soon as he lost sight of the light but later changed this to having called the Master sometime between 3.30 and 3.40 am - thus admitting he had failed to follow orders.
When Captain Care did arrive on deck, however, land was plain to see some 6 or 7 miles off the starboard side - in a northerly direction. It was now 3.40am and he immediately altered course 2 points to starboard and curiously, therefore, closer to that land. Ten minutes later the look-out saw a large dark object in the water which he thought to be a buoy and called this out to the Bridge - but got no reply. At same instant, however, the Second Mate also saw the object but, thinking it was a boat, only casually reported this to the Master. Care immediately ordered the engines be stopped but before this could happen the Dunraven struck hard and the rocks immediately penetrated the fore compartment.
The steam pumps were immediately set to work and a fruitless attempt was made to heave her off by means of a kedge anchor. By 7am, the water reached the engine room and put out the fires. By midday the starboard side of the upper deck was under water and the Master and crew took to the lifeboats. They remained with their doomed vessel and at 4pm an Arab Dhow came alongside and took the shipwrecked mariners on board. It was only at this time that the Master of the Dunraven was made aware if his actual position - off the southern tip of the Sinai Peninsular.
At 5 pm, the Dunraven slipped off the reef and sank in 15 fathoms (27m) of water. For three days the Dhow lay at anchor over the Dunraven until Captain Care and his crew were transferred to the passing Italian steamer "Arabia" which conveyed them to Suez. The Peninsular and Orient steamer "Malwa" later transported them all back to England.
The resultant Board of Trade Enquiry heard conflicting evidence from both Captain Care and the Second Mate with the Master attributing the loss of his vessel to a combination of the Ashrafi Light going out and a stronger current than normal - setting his vessel towards the reef.
Nevertheless, the ship’s log - always taken as an accurate record of events and in which all seemingly minor occurrences (bearings, sightings etc) are all recorded as a matter of routine, made no mention of these factors even though it had been written up some 14 days after the sinking - when considerable thought would have been given to what was to be included.
In giving his judgement, Stipendiary Magistrate J. A Yorke stated that "the facts proved that the Master had made no real efforts to ascertain by observation or otherwise the real position of the Dunraven after midday on 24th April and before striking at 3.50am on the 25th. The neglect of this most necessary precaution seems to have mainly caused the loss in question. Furthermore, it seems plain from careful examination of the chart produced that the land seen by the Second Mate could not have been Shadwan Island nor could the light have been from Ashrafi as asserted. In all probability it was merely the light of a passing vessel."
Consequently, the Court found the loss of the Dunraven was caused by the default and negligence of the Captain and subsequently revoked his Master’s certificate for a period of 12 months with immediate effect - though allowing him a First Mate’s ticket during the time of suspension.
Diving the Dunraven
The Dunraven is almost completely upside down. She lies with her port side resting along an adjacent reef - with a slight "list" towards that reef. At a depth of 17m, the upside down bows are the shallowest part of the dive, with the stern resting on the seabed at 30m.
The leading edge of the bows are broken and slightly separated - with the whole structure leaning backwards and resting against the reef. From the port hawse pipe - almost completely hidden between ship and reef, the anchor chain runs down to the seabed and disappears under the ship. From the starboard hawse pipe is a short piece of anchor chain on which there is considerable coral growth. There is sufficient damage to the hull to allow the diver to enter the foc’sle.
From the Bows, it is a swim along the upturned keel to a point approximately amidships where the hull is broken and the remains of the funnel are seen on the seabed nearby. There are also a large pair of resident Red Scorpionfish occupying this "break."
Looking backwards, it is tempting to try and enter the front section - but this is not recommended. At the break, the keel of the fore section is much lower than that of the aft - revealing a state of slow collapse. This break in the Hull is at a point immediately in front of the Engine Room, and just inside the aft section, the ship's two huge boilers support the hull at this point - allowing it to retain its original shape. This is where the best part of the overall dive begins.
Surrounding the boilers are thousands of Glassfish (Vanikoro Sweepers) - a species which always prefer the shade and, on entering the hull, these move lazily aside to allow the diver safe passage. The boilers are side by side and, although they occupy a large amount of space, there is plenty of room for "single file" swimming between boiler and starboard side right through to the stern. On the other side of the boilers, are all the pipes taps and valves and then the engine itself - with large connecting rods and pistons all still in place. Above head height is a large gear wheel and even more valves.
From this point, the view towards the stern is quite breath-taking. This is a large, empty space with plenty of natural light provided by rows of portholes illuminating what was the Starboard Quarter. Altogether, allowing considerable scope for available light photography. With the deck having become the ceiling, the propeller shaft runs along that "ceiling." Incredibly after so long underwater, wooden panels still line this part of the steel hull. Sadly, however, all the ship's brass fittings - including the many portholes that once lined both sides of the ship at this point, were removed long ago. Such greed does, of course, lessen the overall effect for those of us who can only follow those who were amongst the first to visit this wreck - and thought only of themselves and their wretched trophy hunting!
Now, almost 25 years later, Howard Rosenstein is happy to admit that he deliberately planted this notion of a connection with history - adding that, whilst he was unaware of the true identity of his shipwreck, he also knew that each of Lawrence’s ships were accounted for and that there had never been any "lost treasure." His inventiveness, however, was a vital tool in getting the required recognition for his corner of the Red Sea - and, not only did it work, but the rest, as they say, is history.
Eventually, of course, everyone became aware that all the treasure ships in question had been accounted for and any connection with Lawrence came to an end. Even so, one fanciful rumour was quickly replaced by another when it was suggested that the vessel might be a mysterious "Q" ship that had been sent to the Middle East during WW1 on a secret mission - during which the vessel is alleged to have disappeared! More great fiction and doubtless enjoyed as the story ran.
It was not until November 1979, however, that the name "Dunraven" was found engraved on some fine porcelain and, whilst this initially led researchers in several directions as they tried to determine precisely which Dunraven it was, it was not long before the ship was finally - and correctly, identified. Further confirmation was also obtained when Howard and his divers cleaned off the lettering on the stern of the vessel using a pneumatic wire brush. This operation can be seen in the resultant BBC film "Mystery of the Red Sea Wreck" which was screened in late 1979 as part of the series "The World About Us" BBC researchers also later confirmed the name.
And as if this discovery was not enough in terms of a drama being played out on the seabed, all this was going on at the same time as the Camp David Peace Process. Having, therefore, invented a false but nevertheless intriguing connection with one era of Arabian history, suddenly the shipwreck actually became a small part of the regions modern history. This came about when the U.S. Ambassador to Israel - Samuel Lewis, returned from the Camp David talks and decided to participate in the film. It was in this way that Howard Rosenstein was told - on film!, of the decision to return the Sinai Peninsular to Egypt . Just as Howard was to achieve the ultimate success and international media coverage for his great discovery, he was being told he was about to lose his life’s dreams and achievements.
The Ship
Built by Mitchell & Company of Newcastle, the Dunraven was officially described as an "Iron Screw Steamer - Planked" and launched in December 1873. She was one of those relatively new breed of vessel - capable of being powered by either sail or steam. A relatively large boat for her day, she displaced 1,613 GRT and had a coal fired two cylinder compound inverted engine - also built in Newcastle, by Messrs Humphrys and Tennant. Capable of producing 140 nhp, the Dunraven had a top speed of 8 knots (unladen). She was 79.6m long, 9.8m wide and had a draught of 7.3m. The Dunraven was owned and operated by W. Milburn of London and, after successful sea trials, was used on the Bombay run.
The Loss of the Dunraven
In January 1876, 27 year old Captain Edward Richards Care supervised the loading of his ship in Liverpool. It was a general cargo which included timber and steel for India’s fledgling heavy industrial ambitions. The trip out to Bombay was without incident and by the end of March they were loading the Dunraven for the return leg. Eventually, the Dunraven left Bombay on 6th April 1876 loaded with what was later described as a "valuable general cargo bound for Liverpool." The ship had a compliment of 25.
She made good time across the Indian Ocean. After a brief stop at Aden for coal, she continued on and up through the Red Sea. On the 24th April, the ship’s log records "weather fine and clear, wind light, water smooth, no sail set, vessel proceeding at full speed of 6½ knots." At 1am the next morning the Second Mate saw high land right ahead and took this to be Shadwan Island. Fifty minutes later he then saw a light which he took to be Ashrafi Light - up in the Straits of Gobal, the Master was on the Bridge throughout this time and did not question either the sightings or their identification. The Second Mate described the light as a "bright fixed light" although he later changed this. Curiously, although the Master also saw the light, the man at the wheel did not.
At 2.15am, the Master went below leaving orders to be called in one hour but at 2.40am the light was lost to view - as though it had simply gone out. Once again the later evidence of the Second Mate becomes confusing as he gives his evidence to the Enquiry. Firstly, he stated that he called the Master as soon as he lost sight of the light but later changed this to having called the Master sometime between 3.30 and 3.40 am - thus admitting he had failed to follow orders.
When Captain Care did arrive on deck, however, land was plain to see some 6 or 7 miles off the starboard side - in a northerly direction. It was now 3.40am and he immediately altered course 2 points to starboard and curiously, therefore, closer to that land. Ten minutes later the look-out saw a large dark object in the water which he thought to be a buoy and called this out to the Bridge - but got no reply. At same instant, however, the Second Mate also saw the object but, thinking it was a boat, only casually reported this to the Master. Care immediately ordered the engines be stopped but before this could happen the Dunraven struck hard and the rocks immediately penetrated the fore compartment.
The steam pumps were immediately set to work and a fruitless attempt was made to heave her off by means of a kedge anchor. By 7am, the water reached the engine room and put out the fires. By midday the starboard side of the upper deck was under water and the Master and crew took to the lifeboats. They remained with their doomed vessel and at 4pm an Arab Dhow came alongside and took the shipwrecked mariners on board. It was only at this time that the Master of the Dunraven was made aware if his actual position - off the southern tip of the Sinai Peninsular.
At 5 pm, the Dunraven slipped off the reef and sank in 15 fathoms (27m) of water. For three days the Dhow lay at anchor over the Dunraven until Captain Care and his crew were transferred to the passing Italian steamer "Arabia" which conveyed them to Suez. The Peninsular and Orient steamer "Malwa" later transported them all back to England.
The resultant Board of Trade Enquiry heard conflicting evidence from both Captain Care and the Second Mate with the Master attributing the loss of his vessel to a combination of the Ashrafi Light going out and a stronger current than normal - setting his vessel towards the reef.
Nevertheless, the ship’s log - always taken as an accurate record of events and in which all seemingly minor occurrences (bearings, sightings etc) are all recorded as a matter of routine, made no mention of these factors even though it had been written up some 14 days after the sinking - when considerable thought would have been given to what was to be included.
In giving his judgement, Stipendiary Magistrate J. A Yorke stated that "the facts proved that the Master had made no real efforts to ascertain by observation or otherwise the real position of the Dunraven after midday on 24th April and before striking at 3.50am on the 25th. The neglect of this most necessary precaution seems to have mainly caused the loss in question. Furthermore, it seems plain from careful examination of the chart produced that the land seen by the Second Mate could not have been Shadwan Island nor could the light have been from Ashrafi as asserted. In all probability it was merely the light of a passing vessel."
Consequently, the Court found the loss of the Dunraven was caused by the default and negligence of the Captain and subsequently revoked his Master’s certificate for a period of 12 months with immediate effect - though allowing him a First Mate’s ticket during the time of suspension.
Diving the Dunraven
The Dunraven is almost completely upside down. She lies with her port side resting along an adjacent reef - with a slight "list" towards that reef. At a depth of 17m, the upside down bows are the shallowest part of the dive, with the stern resting on the seabed at 30m.
The leading edge of the bows are broken and slightly separated - with the whole structure leaning backwards and resting against the reef. From the port hawse pipe - almost completely hidden between ship and reef, the anchor chain runs down to the seabed and disappears under the ship. From the starboard hawse pipe is a short piece of anchor chain on which there is considerable coral growth. There is sufficient damage to the hull to allow the diver to enter the foc’sle.
From the Bows, it is a swim along the upturned keel to a point approximately amidships where the hull is broken and the remains of the funnel are seen on the seabed nearby. There are also a large pair of resident Red Scorpionfish occupying this "break."
Looking backwards, it is tempting to try and enter the front section - but this is not recommended. At the break, the keel of the fore section is much lower than that of the aft - revealing a state of slow collapse. This break in the Hull is at a point immediately in front of the Engine Room, and just inside the aft section, the ship's two huge boilers support the hull at this point - allowing it to retain its original shape. This is where the best part of the overall dive begins.
Surrounding the boilers are thousands of Glassfish (Vanikoro Sweepers) - a species which always prefer the shade and, on entering the hull, these move lazily aside to allow the diver safe passage. The boilers are side by side and, although they occupy a large amount of space, there is plenty of room for "single file" swimming between boiler and starboard side right through to the stern. On the other side of the boilers, are all the pipes taps and valves and then the engine itself - with large connecting rods and pistons all still in place. Above head height is a large gear wheel and even more valves.
From this point, the view towards the stern is quite breath-taking. This is a large, empty space with plenty of natural light provided by rows of portholes illuminating what was the Starboard Quarter. Altogether, allowing considerable scope for available light photography. With the deck having become the ceiling, the propeller shaft runs along that "ceiling." Incredibly after so long underwater, wooden panels still line this part of the steel hull. Sadly, however, all the ship's brass fittings - including the many portholes that once lined both sides of the ship at this point, were removed long ago. Such greed does, of course, lessen the overall effect for those of us who can only follow those who were amongst the first to visit this wreck - and thought only of themselves and their wretched trophy hunting!