Breathtaking images from Sudan!

This week we have received not only good news and breathtaking images from Sudan but a fresh, hot-of-the-press video surprise … off the back of a bird. Yes, you heard it right!

We had a “helicopter” with us for a couple of weeks that had already taken gorgeous aerial photos of Shaab Jumna and Umbria. You can watch one of the videos here.

The spawning season of the brown-marbled groupers has begun at Shaab Rumi and Sanganeb and as a result, the plateau is swarming with 50-80 groupers all about 50-80cm long.

spawning season of the brown-marbled groupersWe ran into an old buddy at Shaab Rumi again we have been seeing every year for the past 3 years – an enormous weatherworn barracuda. He is especially friendly this year and lets himself to be photographed even from a few centimetres. Voila!

barracuda in SudanAbout 10 grey reef sharks monitor Shaab Rumi, we saw 5 hammerheads in the deep blue and the plateau is truly alive. We have managed to run into a 20-member hammerhead school at Sanganeb and on the south plateau into 2-3 grey reefs and a quite lively marine life, all this matched by excellent visibility.

Sanganeb reef in Sudan
Tip of the week:
What kind of wet suit to bring to Sudan?
In May and June most divers can do with a shorty. Between February and April you are normally good with a 3 or 5mm long suit.

This is where we were this week:

Dive sites in Sudan
May 5-12, 2014 *** M/Y Andromeda ***
Book by April 30, 2014 over the phone or in e-mail!

If you wish to know more about how to dive in Sudan, click here!
Magyar nyelven:
In English:

Rosalie Moller


egyipt_wrecks_rosalie_möller_3By the late 1930s the war was inevitable. British ship owners faced the possibility of either continuing the operations of their vessels and possibly experience serious financial losses if their vessels were to become casualties of war, which was not covered by most insurance companies, or recalling their vessels back to England to aid the war effort. The Rosalie Moller returned to Liverpool by 1940 and was transporting Welsh coal to various Royal Navy ports in England and sometimes as far as Gibraltar.
The Royal Navy’s “Force K” was operating out of Malta under constant siege by the Axis Forces, making it impossible for merchant ships to get anywhere close to the shores without being attacked and destroyed. Therefore the Navy needed re-fuelling facilities in Gibraltar and in Alexandria. Rosalie Moller’s next and final assignment was to deliver over 4,500 tons of coal to Alexandria. Because the Mediterranean was a hot bed for active war fighting, she was to sail around Africa and up the east coast.
The loss of the ship
She got her orders in July, 1941 and by mid-September she was travelling up the Red Sea. When reaching the Gulf of Suez, she was assigned “Safe Anchorage H” to await further instructions. The anchor was dropped, the engines were shut off and the wait began. There was a collision of vessels in the Suez Bay which blocked the entrance to the canal. The Thistlegorm was unable to enter the canal because of the same reason before being destroyed on October 6, 1941.
On October 7, 1941 two more twin-engine Heinkels returned to continue to bombard the vessels anchored in the gulf. The captain and the crew awoke to the loud engine noise of the planes. The aircrafts descended for a low-level attack and dropped their bombs. Two bombs were dropped, one striking the number 3 hold. The Rosalie Moller sank on October 8, 1941 at 01:40 with two of her crew missing.


egyipt_wrecks_rosalie_möller_6The wreck lies in an upright position on an even keel on the seabed. The bows are at 39m and the starboard anchor is deployed. Most of the wreck is in very good condition, many of her parts still remaining undamaged. On the upper deck the winches and the winch houses are all intact. The cargo hatches are gone but the cargo of coal still lies in the holds. The galley also managed to stay quite intact with pots and pans still hanging above a large stove. The wooden decks have rotted away but the port holes and the glass in them are all undamaged.
The funnel is still standing, leaning a tad and on the leading side there is a small ladder leading up to the copper steam whistle. The front and rear masts are still in place. The steering gear can be investigated along with the rudder which is at 45m. One of the four propeller blades is missing. There is damage to the rear quarters but the actual damage caused by the bombs that sank the ship is hardly visible.
Visibility is not as clear as in other parts of the Red Sea but the wreck teems with abundant fish and coral life. Corals cover the decks and railings and jackfish and tuna can be seen feeding in the morning hours.

Credit:, ,,

Salem Express



“Salem Express”, an Egyptian ferry, left the port of Jeddah on December 16, 1991, carrying hundreds of passengers, mostly pilgrims, and vehicles. Based in Port Safaga, she used to provide ferry services between Egypt and Saudi Arabia.

As night fell, the weather turned extremely windy. Trying to ease the substantial discomfort of the passengers, the captain navigated the boat northward close to the shore, reaching the area between the shore and the Hyndman Reefs by midnight, a treacherous route even in calm weather. They were only about 10km from their destination of Port Safaga. It was impossible to see the reefs ahead and the boat struck one of the southern reefs.

The impact created a huge rip, about 10m long, in the forward hull and opened the hatch to the car deck, allowing tremendous amounts of water to rush into the vessel through not one but two entry points. It took only 20 minutes for the ferry to give in and sink. There was no time to even deploy the life rafts. Many people perished while others tried to swim to safety in the brutal weather. What helped was that the currents were actually carrying them toward the shore. From the 650 persons (official record), 180 survived. The captain, who could have provided answers as to what had really happened, lost his life along with most of the passengers.
Efforts were made to remove the remaining bodies from the wreckage but once the operation had become too dangerous, the wreck was sealed by the navy from further entry. To this day, dive guides do not permit divers to enter the wreck as it is considered to be a cemetery of sort.


egypt_wreck_salemIn size she almost mirrors the Thistlegorm and she is one of the larger wrecks in the Egyptian Red Sea. She rests at about 30m on the seabed on her starboard side. It is easy to swim around the large wreck and investigate the superstructure. The infamous hatch to the car deck still lies open as if waiting to load and unload vehicles.

The upper port side of the wreck is at about 10m. Many doors are visible that used to allow entry to the inside which are now sealed. There is a chance to look inside the wreck through the windows of the bridge though there is not much to see as all moveable items had fallen onto the starboard side, which is now the bottom. The portside propeller is an awesome sight. It has not been colonised yet by the usual sea organisms one can find on older wrecks. However the starboard propeller, under the hull, has become home to beautiful red corals.
The dive is more exciting over the railings, on the port side. The main deck is in very good condition and it provides an impressive view, especially in the morning light of the sun. When swimming down the starboard side into the deeper waters, a few life boats are visible on the seabed, still attached to the boat by ropes. From here the two huge funnels, connected by a stabiliser, are also visible with their large “S” marks.
The aft deck, where deck passengers were stationed, used to be shaded from the sun by corrugated iron roofing the remains of which now lie scattered on the seabed.
The wreck is already covered by beautiful hard corals and is home to a large colony of fish. Shoals of sweet lips swim around the stern section keeping company with angelfish, butterfly fish and goatfish. In the sand blue-spotted stingrays slither around.



eritrea_wreck_urania2In the 1930s, during the wars in Africa, the Urania was used as a troopship. Just like the Nazario, she was trapped in the Red Sea in 1940, when Italy officially entered the war. She was immediately laid up at Massawa but with Eritrea about to fall into British hands, the ship was moved to the Dahlak Islands and was sunk on April 10, 1941.

Initially powered by two triple-expansion steam engines, capable of producing 853 NHP and a top speed of 14 knots, she was refitted with an oil-fired system in 1924.
Her name was changed to “Genova” in 1923 and to “Urania” in 1933. She was refitted to accommodate 60 passengers in first class, 139 in second class and 200 in third class. However she was still too small and not powerful enough to compete with the huge trans-Atlantic ships and she was used for service between Italy and her colonies in Africa and the East.

The Urania rests in shallow waters, lying on her port side. The starboard side behind the bridge is at surface level. There is a large hole on this side, probably caused by the explosion when sinking the vessel.


eritrea_wreck_urania3The bow section is the deepest part of the wreck, resting on the seabed at 23m. The entire metal structure is coated with thick coral encrustations which are home to a diverse selection of life forms and making this a virtual coral reef.

Between the two forward cargo holds the main mast is still virtually intact and lies along the seabed complete with a crow’s nest. The deck winches at the base of the mast are also still in their places. Next to this part on the seabed can be found a huge chainless anchor which is presumed to be a spare one. The port- and starboard-side anchor chains hide a marvellous life of anemones, sea lilies, hard coral sponges, sea urchins and various fish. The bows are intact and covered with sea-whips. The cargo holds are empty but the hatches are open, allowing for entry but with great care as the wreck is in a state of collapse.
The most exciting part of the dive are the accommodations areas. While the ship was laid up in Massawa for about a year, almost all usable parts and commodities had been removed. Now the wreck holds only the basic structure however a swimming pool is still visible left behind after upgrading amenities along with a bathtub.

The empty aft cargo holds are also open. From here the rear mast stretches into the sea and lies on the seafloor. Since this part of the wreck is at water surface, there is considerable damage to the decks. This part is kind of collapsed onto itself and it is difficult to piece together which parts belonged to where exactly. However a rich bird population has claims over this area. There are storks, herons, seagulls, kingfishers and countless other bird species. The aft section hides the huge rudder and the propeller shaft supports (the propellers are long gone).

Credit:  Andrea Ghisotti