We dived it in summer 1988, 18 months after it sank - had about 5 days diving on it. You could see the top of the wreck about 5m below the surface from our RIB. Seabed being at 36m. Still had its propeller then - beneath which was a small dead whale, identified as such by one of our divers who was a vet. Huge wreck - and v difficult to navigate initially as it was broken in two with the 2 sections lying at an angle to each other. Very early days of dive computers - several of us had Suunto SME; I'd bought mine at the dive show that year at a promotional price of £250.

really wish there was clear footage of the shipwreck

It doesn't even look like a basking shark. But looks like Mosasaurus

Is the wreck identified? In 1421 there was a shipwreck during the Florence dome construction during a large marble transport when a barge sank during a storm and lost a lot of marble from the Carrara quarries. I’ve always been curious if anything remains of this shipwreck.

I'm doing the exercises at home 😅

mutton island in which county?

Oh no. Sad to see :(

Super film , muzyka , mrok , atmosfera ...

of greenore

da mi ktoś namiary na tą miescówkę chętnie bym też ponurkował tam! dzięki

S.S. Numidia The 'Numidia' was a British cargo ship, built in Glasgow in 1901 by the Henderson Company who operated her under the Anchor Line Shipping Company. At 6399 tons and 140 metres long, she was a large vessel, powered by a 3-cylinder triple expansion steam engine. This gave her top speed of 10 knots. On 28th February 1901 the Numidia left her home port on her Maiden voyage, an uneventful return trip to Calcutta. This was to be her only successfully completed voyage. Final Voyage On 6th July 1901, she set out from Liverpool carrying a general cargo of 7,000 tons and a crew of 97, under the command of Mr John Craig, bound for Calcutta. By the early hours of 19 July she had cleared Suez, passing Shadwan Island that evening around 19:00 hrs. Just before dawn the next day, Big Brother Island was sighted off the port bow. The Captain altered course thinking he would take the ship over one mile to the west of the Island. He then left the Bridge leaving instructions to be called when the Light was abeam. At about 2:10am the ship ran aground on Big Brothers Island - north of the Lighthouse! After two hours of trying to get off the rocks the engines were stopped. By this time the ship was taking on considerable water, and the situation was getting worse - although the pumps were coping. By now the sea was building. At 7:30am the S.S. Rhipens came in answer of the Numidia’s distress call, followed by other vessels in an attempt to salvage the ship. The crew abandoned the vessel and although other ships arrived to try and help re float the Numidia, she was stuck fast. For the next 7 weeks most of the cargo was removed, John Craig supervising the operation, before the Numidia finally sank. Diving the Wreck The vessel lies on a very steep slope at the very north of the Big Brother plateau, starting at 10 metres and plummeting down to depths out of reach of sports divers - her keel digging deep into a rocky ledge, preventing her from slipping away into the depths below. Strong currents often sweep the wreck but there is always shelter within the wreck in which to observe the patrolling Grey reef and hammerhead sharks. The intact hull offers protection from the currents and it is possible to enter the starboard side companionways, adorned with soft corals. Portholes are barely discernable due to the carpets of coral. Descending down through these corridors to the aft of the bridge superstructure is often halted by the wrecks resident lionfish, which reluctantly move to allow the decent to continue. The open deck ahead marks the safe limit of diving depths although holds and deck fittings below beckon the unwary. Snapper, jacks and Travellies hover in the company of barracuda and the aforementioned sharks patrol the perimeter. Antheas add a haze of orange, hovering over every coral covered structure such as the haunting lifeboat davits and the upright supports. At this point (40 metres) the return journey to the surface begins; it is possible to enter the engine room, blue light filtering through the skylights above, illuminating an intact and fascinating engine room. The steam cylinders sloping ever upward, as if still driving the ship ashore! Stairs beckon down into her lower engine room adorned in an eerie light where gauges still remain in place and doors lead of in several directions, some leading back to the companionways others to accommodation areas and eventually the bridge. Overhead a large shoal of glassy sweepers are disturbed by ascending bubbles. At the deepest point of the engine room a doorway allowing for an easy exit point and overhead the galley straddles the width of the superstructure. The range still holds pot and pans! Most of the wooden floors have long been eaten by marine worms allowing more access and light into the interior as the tour continues ever upward, out through the funnels port at 20 metres and back into the brilliant sunlight, an amazing contrast to the engine room’s relative gloom. The colours and formations of soft corals are rivaled nowhere else in the Red Sea, save for the neighbouring wreck of the Aida. The metal structures of her framework, at such a steep angle offer some unique photo opportunities and there are always local inhabitants to fill the frame! At 10 metres the wreck ends with girders strewn all over the reef leading up to the sets of railway bogies, bathed in sunlight; a most unusual and yet photogenic sight. Left image: A diver hovers over the pressure chambers of the Numidia’s huge triple expansion steam engine. Intact and bathed in an eerie blue light, the engine room plummets down to 46 metres. Evidence of her working life is everywhere; tools, gauges valves and switches. This downward pointing shot belies the steep angle of the wreck. The Cargo: For 7 weeks the cargo was removed from the ship until she final slipped down the reef. All that now remains are iron locomotive rails - minus their sleepers, which have slid down into the stern, and several replacement boilers, scattered on the reef some in 60 metres next to her starboard hull. The surrounding reef is a vibrant high energy world - thriving in the strong currents and alive with every reef fish, corals and invertebrates. Golden antheas swam like bees, and predators such as Jacks, travelies and tuna hunt the reef. Superb hard coral trees line the reef. By swimming with the reef on the left the route brings the diver into calm waters for pick up. En route is a journey through an aquarium of Red Sea life. The reef has many overhangs and caves - and groupers like this one are common place. Many grow to massive proportions. Grey reef sharks patrol the wrecks perimeter, often in packs of three searching for food. Jacks often rub themselves against the sharks sandpaper-like skin to rid themselves of parasites.

Witam.. Bylem juz wielokrotnie w tym miejscu i wciaz mnie zadziwia. Uprawiam freediving wiec nie moge explorowac dna tak jak wy. Co mnie interesuje to miejsce z 11.20 minuty, podwodny luk. Jestes w stanie okreslic lokalizacje tego miejsca? Wiem ze po wejscu do wody to gdzies prosto i po lewej stronie... ale jak daleko i jak gleboko.. dzieki i pozdro.

thaank you for sharing , i love this video, the amount of lobsters nxt time im down there id love too try that

Szłam tą samą ścieżką, nurkowałam w tym samym miejscu - pięknie :D

Usa, il video del pescatore: cernia gigante inghiotte lo squalo

The Marcus a.k.a. 'The Tile Wreck' Built in Bremen (Germany) in 1956, this 2699 ton (3100 gross) general cargo vessel was fitted with Man diesel engines. She was a German registered vessel and sailed under several names, including 'Naguilan', 'Nordhaff' and 'Atlas' until 1971, when after an extensive fire, she was declared a total constructive loss. She was then sold to Greek interests and again went through several changes in ownership and name changes. The vessel finally took on the name 'Marcus' in 1978. Final Voyage The vessel left Italy after taking on a cargo of granite floor tiles. After passing through the Suez Canal bound for Jeddah, she ran aground during a storm in May 1978. The official report stated that the vessel had encountered difficulty in steering. Stephan Jablonski, an engineer on board, had finished his shift and was in bed: "I was awakened in the early hours by a tremendous noise of screeching metal, utter panic and crew running everywhere. We had run aground on a reef. For the next 6 hours we tried to prevent water from flooding the ship. The engine room was in 6ft of water and she was settling by the stern. We abandoned the ship and were taken on board a passing cargo ship bound for Suez”. (Stephan Jablonski would later serve on the Chrisoula K and find himself ship-wrecked once again, on the same piece of reef, under suspicously similar circumstances.) (The owner of this shipping line, Demitris P Kavadas, was later to be found guilty of insurance fraud involving several other vessels including the Viki K and Elpinki K - both reported to have sunk around the same time as the Chrisoula K, the later being owned by the Clarion Marine, which Kavadas had financial connections with!) Peter Collings comments: "In 1978 I was part of a BS-AC group visiting the Red Sea for the first time. The skipper of our boat, Saleem Hussan, took us to Abu Huhas - he wanted to recover some tiles from a recent wreck. During our dives the ships bell was recovered and retained by Saleem. As well as bearing her original name, the date and port of registry, were marked clearly. The painted name on her hull and wooden boards reading Marcus. We were totally unaware that only 200 metres along the reef lay the Carnatic - it would be 7 years before she was to be found." The Wreck Today For years the Marcus had been mistaken for the Chrisoula K which, by coincidence, arrived on the same reef three years later - a similar ship, similar cargo and a similar journey. The broken-off bow of the Chrisoula K sitting on top of the reef next to The Tile Wreck simply added to the confusion - deliberate or coincidence?! The Marcus however, never did break in two - her bow section still lies in place. The Marcus' starboard anchor chain is clearly visible spilled out over the reef. Her hull continues down the slope in one continuous wall of steel to the aft hold where a crack in the hull has allowed some of the cargo to fall over and onto the sea floor. The intact stern, complete with rudder and prop lies in 27 metres of water and lies over to starboard. The main section from the bow to the stern castle sits upright. The upper part of her bow lies on the top of the reef, in 3 metres. The two forward holds, like the aft hold, are full of tiles stamped "MADE IN ITALY". The cross bracing girders of #1 hold have collapsed due to impact damage, but from #2 hold aft the wreck is relatively intact, although the bridge has collapsed, and the stern section aft of the hold lies over to starboard, with the weather deck, companionways and winch still discernible. On the port side in the lower engine room compartment is a drill stand draped in a golden coat of concretion. A single sunbeam illuminates the scene through a hole in the wreck. Her fore and aft derricks have fallen over to starboard. Hard coral adorns the hull and there is a resident shoal of ever-curious Batfish. Her funnel has sheared off and lies on the seabed along with other debris including a toilet. Entering her engine room is via the bridge skylights and should only be under taken by very experienced divers using proper wreck penetration techniques. For those who venture in, the sight is quite amazing - natural light percolates through creating a surreal atmosphere, and a challenging photo opportunity. The upper section of the engine room is quite open but it is possible to enter the lower decks of the generator plants and engines themselves. An opening through to the transmission tunnel beckons but should not be entered - a huge grouper lurks here as a guardian to the foolish! Gliding over walkways, and around the intact workings of this vessel, is a thrilling experience for the cool headed, but it is no place for mistakes or uncertainties. What is left of the bridge area offers some nice swim throughs and this can be accessed from the engine room or from the skylights above. Swimming back along the starboard side, into shallower water, there are a second set of bows, anchors and chains lying in very shallow water. These are the remains of the bow section of the Chrisoula K. Masts from the Chrisoula K lie on top of, and across, those from the Marcus - another of the many clues to the existence of two tile wrecks. Diving the Wreck The mooring is usually placed amidships above the superstructure. The wreck slopes down into deeper water, so it is easy to locate the stern. Swim out over her port side through a crack in the hull down (hull on the left) to her massive prop and rudder (27m). Swim out a few metres and take in the view. This section has broken at the bulkhead and leans over to starboard. Beneath the weather deck are store rooms and accommodation areas over two floors - room for two divers at a time! (24m). Swim around the companionway on her starboard side through to the last hold. Over to the right is her funnel (note the difference between this one and that of the Chrisoula K) and a field of sand eels. From here locate a crack in the hull - winches and piles of tiles rise up into the #3 hold. Ahead is a supporting girder running port-starboard. By swimming under this (12m) the workshop comes into view - lathe, pillar drill and tool store - often full of hatchets. Note the door on your right - it’s the entrance to the engine room. Glide through the work shop then u-turn back and the entrance to the engine room will be to your left. For those with overhead environment experience the lower part of the engine room can be accessed via a stairwell located in the forward port corner - so turn right once through the door. The stair well leads down into the generator room. Four huge generators can be seen, with the huge engine block centrally placed (12-14 m). Corridors forward and aft of the engine take you through into the pump room. There are fire hoses, tools, gauges and valves. A good torch is essential, although light filters through from above. Exit via the same stairwell. A less demanding route can be used by swimming straight across the landing to another door opposite. This leads to the galley (left and left again), out through to the port side to swim forward to the forward holds. The cargo has shifted and has formed a corridor with the hull. Light usually streams in here. Watch out for some big groupers. Swim over to the starboard side out and along the hull (10m). You will see the hull has no break and the bow is still attached (take care if a swell is running) as you swim forward you will see two sets of masts/derricks. Those on top lead to a second bow - well dispersed - these are from the Chrisoula K, you will also see two sets of anchors and chains. Turn back now with the hull of the Marcus now on your right and swim back over the holds to the superstructure (8m) to finish off the dive. This is an easy dive when the weather is right - in a heavy swell the rib is in danger of ending up on the reef. The usual considerations, training equipment and experience must be taken into account before a penetration dive is carried out. Good timing will also enhance the dive.

The Marcus a.k.a. 'The Tile Wreck' Built in Bremen (Germany) in 1956, this 2699 ton (3100 gross) general cargo vessel was fitted with Man diesel engines. She was a German registered vessel and sailed under several names, including 'Naguilan', 'Nordhaff' and 'Atlas' until 1971, when after an extensive fire, she was declared a total constructive loss. She was then sold to Greek interests and again went through several changes in ownership and name changes. The vessel finally took on the name 'Marcus' in 1978. Final Voyage The vessel left Italy after taking on a cargo of granite floor tiles. After passing through the Suez Canal bound for Jeddah, she ran aground during a storm in May 1978. The official report stated that the vessel had encountered difficulty in steering. Stephan Jablonski, an engineer on board, had finished his shift and was in bed: "I was awakened in the early hours by a tremendous noise of screeching metal, utter panic and crew running everywhere. We had run aground on a reef. For the next 6 hours we tried to prevent water from flooding the ship. The engine room was in 6ft of water and she was settling by the stern. We abandoned the ship and were taken on board a passing cargo ship bound for Suez”. (Stephan Jablonski would later serve on the Chrisoula K and find himself ship-wrecked once again, on the same piece of reef, under suspicously similar circumstances.) (The owner of this shipping line, Demitris P Kavadas, was later to be found guilty of insurance fraud involving several other vessels including the Viki K and Elpinki K - both reported to have sunk around the same time as the Chrisoula K, the later being owned by the Clarion Marine, which Kavadas had financial connections with!) Peter Collings comments: "In 1978 I was part of a BS-AC group visiting the Red Sea for the first time. The skipper of our boat, Saleem Hussan, took us to Abu Huhas - he wanted to recover some tiles from a recent wreck. During our dives the ships bell was recovered and retained by Saleem. As well as bearing her original name, the date and port of registry, were marked clearly. The painted name on her hull and wooden boards reading Marcus. We were totally unaware that only 200 metres along the reef lay the Carnatic - it would be 7 years before she was to be found." The Wreck Today For years the Marcus had been mistaken for the Chrisoula K which, by coincidence, arrived on the same reef three years later - a similar ship, similar cargo and a similar journey. The broken-off bow of the Chrisoula K sitting on top of the reef next to The Tile Wreck simply added to the confusion - deliberate or coincidence?! The Marcus however, never did break in two - her bow section still lies in place. The Marcus' starboard anchor chain is clearly visible spilled out over the reef. Her hull continues down the slope in one continuous wall of steel to the aft hold where a crack in the hull has allowed some of the cargo to fall over and onto the sea floor. The intact stern, complete with rudder and prop lies in 27 metres of water and lies over to starboard. The main section from the bow to the stern castle sits upright. The upper part of her bow lies on the top of the reef, in 3 metres. The two forward holds, like the aft hold, are full of tiles stamped "MADE IN ITALY". The cross bracing girders of #1 hold have collapsed due to impact damage, but from #2 hold aft the wreck is relatively intact, although the bridge has collapsed, and the stern section aft of the hold lies over to starboard, with the weather deck, companionways and winch still discernible. On the port side in the lower engine room compartment is a drill stand draped in a golden coat of concretion. A single sunbeam illuminates the scene through a hole in the wreck. Her fore and aft derricks have fallen over to starboard. Hard coral adorns the hull and there is a resident shoal of ever-curious Batfish. Her funnel has sheared off and lies on the seabed along with other debris including a toilet. Entering her engine room is via the bridge skylights and should only be under taken by very experienced divers using proper wreck penetration techniques. For those who venture in, the sight is quite amazing - natural light percolates through creating a surreal atmosphere, and a challenging photo opportunity. The upper section of the engine room is quite open but it is possible to enter the lower decks of the generator plants and engines themselves. An opening through to the transmission tunnel beckons but should not be entered - a huge grouper lurks here as a guardian to the foolish! Gliding over walkways, and around the intact workings of this vessel, is a thrilling experience for the cool headed, but it is no place for mistakes or uncertainties. What is left of the bridge area offers some nice swim throughs and this can be accessed from the engine room or from the skylights above. Swimming back along the starboard side, into shallower water, there are a second set of bows, anchors and chains lying in very shallow water. These are the remains of the bow section of the Chrisoula K. Masts from the Chrisoula K lie on top of, and across, those from the Marcus - another of the many clues to the existence of two tile wrecks. Diving the Wreck The mooring is usually placed amidships above the superstructure. The wreck slopes down into deeper water, so it is easy to locate the stern. Swim out over her port side through a crack in the hull down (hull on the left) to her massive prop and rudder (27m). Swim out a few metres and take in the view. This section has broken at the bulkhead and leans over to starboard. Beneath the weather deck are store rooms and accommodation areas over two floors - room for two divers at a time! (24m). Swim around the companionway on her starboard side through to the last hold. Over to the right is her funnel (note the difference between this one and that of the Chrisoula K) and a field of sand eels. From here locate a crack in the hull - winches and piles of tiles rise up into the #3 hold. Ahead is a supporting girder running port-starboard. By swimming under this (12m) the workshop comes into view - lathe, pillar drill and tool store - often full of hatchets. Note the door on your right - it’s the entrance to the engine room. Glide through the work shop then u-turn back and the entrance to the engine room will be to your left. For those with overhead environment experience the lower part of the engine room can be accessed via a stairwell located in the forward port corner - so turn right once through the door. The stair well leads down into the generator room. Four huge generators can be seen, with the huge engine block centrally placed (12-14 m). Corridors forward and aft of the engine take you through into the pump room. There are fire hoses, tools, gauges and valves. A good torch is essential, although light filters through from above. Exit via the same stairwell. A less demanding route can be used by swimming straight across the landing to another door opposite. This leads to the galley (left and left again), out through to the port side to swim forward to the forward holds. The cargo has shifted and has formed a corridor with the hull. Light usually streams in here. Watch out for some big groupers. Swim over to the starboard side out and along the hull (10m). You will see the hull has no break and the bow is still attached (take care if a swell is running) as you swim forward you will see two sets of masts/derricks. Those on top lead to a second bow - well dispersed - these are from the Chrisoula K, you will also see two sets of anchors and chains. Turn back now with the hull of the Marcus now on your right and swim back over the holds to the superstructure (8m) to finish off the dive. This is an easy dive when the weather is right - in a heavy swell the rib is in danger of ending up on the reef. The usual considerations, training equipment and experience must be taken into account before a penetration dive is carried out. Good timing will also enhance the dive.

The Wreck Today This wreck itself has only recently (2005) been located, and now lies at between 145 and 200 metres depth. This is obviously a sight that only a very few divers will ever see. What most divers refer to as 'the wreck of the Yolanda' is just some of the cargo that remains on Yolanda Reef, at between 10 metres and 30 metres depth. Deep diver Leigh Cunningham, working with fellow Briton Mark Andrews, has found what is almost certainly the lost wreck of the Jolanda, at a depth of 145m off Sharm El Sheikh in Egypt. The ship sat precariously on what is now Jolanda Reef, off Ras Mohammed, from 1981 to 1985. She finally slipped off during a storm which managed to snap massive steel tethering cables. On 26 May 2005, Cunningham found the wreck’s forward section, at a depth of 145m running down to 160m on a 45-degree slope. It is almost completely buried in sand. The rest of the ship, probably further broken, has to be even deeper at "sub-170m". Cunningham acknowledged that he had not positively identified the ship, but thought it had to be the 72m Jolanda, which carried bathroom fittings when wrecked. Lavatories and other items still litter the reef where the ship first grounded. “To my knowledge no other ships have sunk in this exact area,” he commented. “I would say it is highly unlikely the wreck is not the Jolanda.” The find came during a six-day diving project organised by Cunningham and Andrews. The pair previously trained together for a scuba depth record attempt at well over 300m, which was shelved in 2003 on health grounds. “We started with two days at Far Garden, getting used to big rigs,” said Cunningham. He carried six 12-litre aluminium tanks, Andrews five. “Then came four days at Jolanda Reef, progressively increasing in depth, with two deep mix dives to 150m then 160m.” “We found wreckage on our first dive on the reef, and several large ship containers from 60m to 83m,” Andrews states. On another dive, he noted a deep scour starting at 92m, and that from 102m the seabed got steeper. The ship must have “built up speed here” before ploughing to a halt in the sand. Cunningham made the two deep mix dives alone. “Unfortunately Mark picked up a stomach bug mid-week, and made the hard but correct decision to skip the deep mix dives,” he said. He located the wreck on the first descent and, the next day, “stood on the deck, looking up at the bow” at a depth of 160m. The dives allowed about five minutes of bottom time, for in-water times of “a little over two hours”. There were 10 support divers, eight of which came from Sharm’s Ocean College and Colona dive centres. Colona’s 25m vessel Diavola was used, and all gas mixes were prepared by 'Gas Man Chad' of Ocean Tec. Sharm’s helicopter rescue and hyperbaric facilities stood by for any emergency. Cunningham works at Ocean College as a TDI Instructor Trainer. Andrews is Technical Director at the London School of Diving.

The Wreck Today This wreck is often dismissed as having little to offer, however those who take time to inspect her carefully will be rewarded with a glimpse into an example of a shipwreck from a nostalgic period in maritime history, and to the discerning eye and underwater photographer, she will always be a firm favourite. The upturned hull is covered in soft corals and still stands proud of the seabed, reaching up to within 18 metres of the surface, although certain sections are now collapsing in. It is possible to enter the wreck at the stern after viewing her distinctive and colourful prop and rudder, although sadly one of the blades has fallen off after being used as a mooring point. Huge groupers and several batfish often hang out here. Once inside, the huge cathedral like hull allows exploration forward toward a crack in the hull, which allows extra light to penetrate the interior. Recently a large section of the hull has broken away, and indeed the whole hull is in danger of collapse, her decay accelerated by the extra oxygen trapped in the higher reaches of the upturned hull by divers using nitrox. A victim of her own popularity. Large sections of the hull are now sliding down onto the seabed and her ballast stones litter the floor. It is possible to swim through the boiler and engine room area-restricted to single file, where her workings are easily identified-fly wheel, gearings, drive shaft and big ends and two huge boilers. Forward of this a large shoal of Glass fish hover above. Her masts and crows nest lie on the seabed off her starboard side, making an ideal foreground subject for wide angled shots of the wreck. The bow section complete with anchor chains is adorned in soft corals both inside and out, and is very photogenic, Batfish and scorpion fish and crocodile fish reside here. The hull exterior is covered in hard corals, and the wreck lies at a slight angle away from the reef, not at right angles as portrayed in some guides.It is possible to dive the wreck in one go, and it is best to start the tour as described below, ending up on the sloping reef behind, allowing for a slow curved profile back to the surface. Moderate currents often prevail over the wreck so good boat cover and safety sausages are advisable. First orientate yourself with the wreck-looking at the reef the stern will be to your right - dive down and locate the stern, after first checking out the coral encrusted crows nest (30m) just of midships. Take in the view of the stern watch out for a huge Napoleon wrasse - he’s watching you! At the very stern it is possible to slip into the interior - this is the deepest part of the wreck (27m) so following this route now will produce a curved profile and long dive time. There is only one way to go - forward. But stop and take in the magnificent view of her Cathedral like hull and the blue light filtering through. Hiding in the corner down to your right are shoals of goatfish, groupers and squirrel fish. The bricks below are her ballast stones. Look out for giant Morays as you swim forward. Two huge cylinders appear forming a passageway either side of her hull. Before swimming through check out her inverted double acting 2 cylinder compound steam engine (for all you anoraks) its all there! Passing her huge boilers through a shoal of glass fish brings you to the first break in the hull - overhead are tempting coral scenes - leave these until later, you will return! Ascend over the bow - (18m) maintaining your depth, swim sternward follow the direction of the keel, allowing it to fall away below you. Ahead should be an arch - it’s the ships hull covered in corals - patrolled by lionfish (18m) it’s a great photo spot. From here you can either follow the keel back to the rudder or swim over to the reef to inspect the many coral heads in 10-6 mtrs of water All things considered this is an easy dive to execute - indeed it is one of the most sheltered wrecks in the area and was always the start of our wreck safaris running out of Sharm. The currents are usually mild and with planning can be used to enhance the dive. With a sandy flat seabed a good nitrox mix (say EANX32) can safely be used-a shovel would be required to exceed the MOD. The usual care should be taken with boating traffic overhead - Best to terminated the dive in the bay near the beacon if gas supplies allow

The Wreck Today This wreck is often dismissed as having little to offer, however those who take time to inspect her carefully will be rewarded with a glimpse into an example of a shipwreck from a nostalgic period in maritime history, and to the discerning eye and underwater photographer, she will always be a firm favourite. The upturned hull is covered in soft corals and still stands proud of the seabed, reaching up to within 18 metres of the surface, although certain sections are now collapsing in. It is possible to enter the wreck at the stern after viewing her distinctive and colourful prop and rudder, although sadly one of the blades has fallen off after being used as a mooring point. Huge groupers and several batfish often hang out here. Once inside, the huge cathedral like hull allows exploration forward toward a crack in the hull, which allows extra light to penetrate the interior. Recently a large section of the hull has broken away, and indeed the whole hull is in danger of collapse, her decay accelerated by the extra oxygen trapped in the higher reaches of the upturned hull by divers using nitrox. A victim of her own popularity. Large sections of the hull are now sliding down onto the seabed and her ballast stones litter the floor. It is possible to swim through the boiler and engine room area-restricted to single file, where her workings are easily identified-fly wheel, gearings, drive shaft and big ends and two huge boilers. Forward of this a large shoal of Glass fish hover above. Her masts and crows nest lie on the seabed off her starboard side, making an ideal foreground subject for wide angled shots of the wreck. The bow section complete with anchor chains is adorned in soft corals both inside and out, and is very photogenic, Batfish and scorpion fish and crocodile fish reside here. The hull exterior is covered in hard corals, and the wreck lies at a slight angle away from the reef, not at right angles as portrayed in some guides.It is possible to dive the wreck in one go, and it is best to start the tour as described below, ending up on the sloping reef behind, allowing for a slow curved profile back to the surface. Moderate currents often prevail over the wreck so good boat cover and safety sausages are advisable. First orientate yourself with the wreck-looking at the reef the stern will be to your right - dive down and locate the stern, after first checking out the coral encrusted crows nest (30m) just of midships. Take in the view of the stern watch out for a huge Napoleon wrasse - he’s watching you! At the very stern it is possible to slip into the interior - this is the deepest part of the wreck (27m) so following this route now will produce a curved profile and long dive time. There is only one way to go - forward. But stop and take in the magnificent view of her Cathedral like hull and the blue light filtering through. Hiding in the corner down to your right are shoals of goatfish, groupers and squirrel fish. The bricks below are her ballast stones. Look out for giant Morays as you swim forward. Two huge cylinders appear forming a passageway either side of her hull. Before swimming through check out her inverted double acting 2 cylinder compound steam engine (for all you anoraks) its all there! Passing her huge boilers through a shoal of glass fish brings you to the first break in the hull - overhead are tempting coral scenes - leave these until later, you will return! Ascend over the bow - (18m) maintaining your depth, swim sternward follow the direction of the keel, allowing it to fall away below you. Ahead should be an arch - it’s the ships hull covered in corals - patrolled by lionfish (18m) it’s a great photo spot. From here you can either follow the keel back to the rudder or swim over to the reef to inspect the many coral heads in 10-6 mtrs of water All things considered this is an easy dive to execute - indeed it is one of the most sheltered wrecks in the area and was always the start of our wreck safaris running out of Sharm. The currents are usually mild and with planning can be used to enhance the dive. With a sandy flat seabed a good nitrox mix (say EANX32) can safely be used-a shovel would be required to exceed the MOD. The usual care should be taken with boating traffic overhead - Best to terminated the dive in the bay near the beacon if gas supplies allow

The Wreck Today This wreck is often dismissed as having little to offer, however those who take time to inspect her carefully will be rewarded with a glimpse into an example of a shipwreck from a nostalgic period in maritime history, and to the discerning eye and underwater photographer, she will always be a firm favourite. The upturned hull is covered in soft corals and still stands proud of the seabed, reaching up to within 18 metres of the surface, although certain sections are now collapsing in. It is possible to enter the wreck at the stern after viewing her distinctive and colourful prop and rudder, although sadly one of the blades has fallen off after being used as a mooring point. Huge groupers and several batfish often hang out here. Once inside, the huge cathedral like hull allows exploration forward toward a crack in the hull, which allows extra light to penetrate the interior. Recently a large section of the hull has broken away, and indeed the whole hull is in danger of collapse, her decay accelerated by the extra oxygen trapped in the higher reaches of the upturned hull by divers using nitrox. A victim of her own popularity. Large sections of the hull are now sliding down onto the seabed and her ballast stones litter the floor. It is possible to swim through the boiler and engine room area-restricted to single file, where her workings are easily identified-fly wheel, gearings, drive shaft and big ends and two huge boilers. Forward of this a large shoal of Glass fish hover above. Her masts and crows nest lie on the seabed off her starboard side, making an ideal foreground subject for wide angled shots of the wreck. The bow section complete with anchor chains is adorned in soft corals both inside and out, and is very photogenic, Batfish and scorpion fish and crocodile fish reside here. The hull exterior is covered in hard corals, and the wreck lies at a slight angle away from the reef, not at right angles as portrayed in some guides.It is possible to dive the wreck in one go, and it is best to start the tour as described below, ending up on the sloping reef behind, allowing for a slow curved profile back to the surface. Moderate currents often prevail over the wreck so good boat cover and safety sausages are advisable. First orientate yourself with the wreck-looking at the reef the stern will be to your right - dive down and locate the stern, after first checking out the coral encrusted crows nest (30m) just of midships. Take in the view of the stern watch out for a huge Napoleon wrasse - he’s watching you! At the very stern it is possible to slip into the interior - this is the deepest part of the wreck (27m) so following this route now will produce a curved profile and long dive time. There is only one way to go - forward. But stop and take in the magnificent view of her Cathedral like hull and the blue light filtering through. Hiding in the corner down to your right are shoals of goatfish, groupers and squirrel fish. The bricks below are her ballast stones. Look out for giant Morays as you swim forward. Two huge cylinders appear forming a passageway either side of her hull. Before swimming through check out her inverted double acting 2 cylinder compound steam engine (for all you anoraks) its all there! Passing her huge boilers through a shoal of glass fish brings you to the first break in the hull - overhead are tempting coral scenes - leave these until later, you will return! Ascend over the bow - (18m) maintaining your depth, swim sternward follow the direction of the keel, allowing it to fall away below you. Ahead should be an arch - it’s the ships hull covered in corals - patrolled by lionfish (18m) it’s a great photo spot. From here you can either follow the keel back to the rudder or swim over to the reef to inspect the many coral heads in 10-6 mtrs of water All things considered this is an easy dive to execute - indeed it is one of the most sheltered wrecks in the area and was always the start of our wreck safaris running out of Sharm. The currents are usually mild and with planning can be used to enhance the dive. With a sandy flat seabed a good nitrox mix (say EANX32) can safely be used-a shovel would be required to exceed the MOD. The usual care should be taken with boating traffic overhead - Best to terminated the dive in the bay near the beacon if gas supplies allow

S.S. Numidia The 'Numidia' was a British cargo ship, built in Glasgow in 1901 by the Henderson Company who operated her under the Anchor Line Shipping Company. At 6399 tons and 140 metres long, she was a large vessel, powered by a 3-cylinder triple expansion steam engine. This gave her top speed of 10 knots. On 28th February 1901 the Numidia left her home port on her Maiden voyage, an uneventful return trip to Calcutta. This was to be her only successfully completed voyage. Final Voyage On 6th July 1901, she set out from Liverpool carrying a general cargo of 7,000 tons and a crew of 97, under the command of Mr John Craig, bound for Calcutta. By the early hours of 19 July she had cleared Suez, passing Shadwan Island that evening around 19:00 hrs. Just before dawn the next day, Big Brother Island was sighted off the port bow. The Captain altered course thinking he would take the ship over one mile to the west of the Island. He then left the Bridge leaving instructions to be called when the Light was abeam. At about 2:10am the ship ran aground on Big Brothers Island - north of the Lighthouse! After two hours of trying to get off the rocks the engines were stopped. By this time the ship was taking on considerable water, and the situation was getting worse - although the pumps were coping. By now the sea was building. At 7:30am the S.S. Rhipens came in answer of the Numidia’s distress call, followed by other vessels in an attempt to salvage the ship. The crew abandoned the vessel and although other ships arrived to try and help re float the Numidia, she was stuck fast. For the next 7 weeks most of the cargo was removed, John Craig supervising the operation, before the Numidia finally sank. Diving the Wreck The vessel lies on a very steep slope at the very north of the Big Brother plateau, starting at 10 metres and plummeting down to depths out of reach of sports divers - her keel digging deep into a rocky ledge, preventing her from slipping away into the depths below. Strong currents often sweep the wreck but there is always shelter within the wreck in which to observe the patrolling Grey reef and hammerhead sharks. The intact hull offers protection from the currents and it is possible to enter the starboard side companionways, adorned with soft corals. Portholes are barely discernable due to the carpets of coral. Descending down through these corridors to the aft of the bridge superstructure is often halted by the wrecks resident lionfish, which reluctantly move to allow the decent to continue. The open deck ahead marks the safe limit of diving depths although holds and deck fittings below beckon the unwary. Snapper, jacks and Travellies hover in the company of barracuda and the aforementioned sharks patrol the perimeter. Antheas add a haze of orange, hovering over every coral covered structure such as the haunting lifeboat davits and the upright supports. At this point (40 metres) the return journey to the surface begins; it is possible to enter the engine room, blue light filtering through the skylights above, illuminating an intact and fascinating engine room. The steam cylinders sloping ever upward, as if still driving the ship ashore! Stairs beckon down into her lower engine room adorned in an eerie light where gauges still remain in place and doors lead of in several directions, some leading back to the companionways others to accommodation areas and eventually the bridge. Overhead a large shoal of glassy sweepers are disturbed by ascending bubbles. At the deepest point of the engine room a doorway allowing for an easy exit point and overhead the galley straddles the width of the superstructure. The range still holds pot and pans! Most of the wooden floors have long been eaten by marine worms allowing more access and light into the interior as the tour continues ever upward, out through the funnels port at 20 metres and back into the brilliant sunlight, an amazing contrast to the engine room’s relative gloom. The colours and formations of soft corals are rivaled nowhere else in the Red Sea, save for the neighbouring wreck of the Aida. The metal structures of her framework, at such a steep angle offer some unique photo opportunities and there are always local inhabitants to fill the frame! At 10 metres the wreck ends with girders strewn all over the reef leading up to the sets of railway bogies, bathed in sunlight; a most unusual and yet photogenic sight. Left image: A diver hovers over the pressure chambers of the Numidia’s huge triple expansion steam engine. Intact and bathed in an eerie blue light, the engine room plummets down to 46 metres. Evidence of her working life is everywhere; tools, gauges valves and switches. This downward pointing shot belies the steep angle of the wreck. The Cargo: For 7 weeks the cargo was removed from the ship until she final slipped down the reef. All that now remains are iron locomotive rails - minus their sleepers, which have slid down into the stern, and several replacement boilers, scattered on the reef some in 60 metres next to her starboard hull. The surrounding reef is a vibrant high energy world - thriving in the strong currents and alive with every reef fish, corals and invertebrates. Golden antheas swam like bees, and predators such as Jacks, travelies and tuna hunt the reef. Superb hard coral trees line the reef. By swimming with the reef on the left the route brings the diver into calm waters for pick up. En route is a journey through an aquarium of Red Sea life. The reef has many overhangs and caves - and groupers like this one are common place. Many grow to massive proportions. Grey reef sharks patrol the wrecks perimeter, often in packs of three searching for food. Jacks often rub themselves against the sharks sandpaper-like skin to rid themselves of parasites.