View allAll Photos Tagged Wrecking
a "Rent-a-Wreck" C41-8W (ex-UP 9459) on BNSF Train MEMGAL north of Clarksville,MO-3/24/18 (cellphone pic)
Along Route 66 in Arizona roadside attractions and tourist attractions use derelict cars and memorabilia to attract tourists. This collection is all from the Hackberry General Store.
Well known wreck at Dell Quay, Chichester Harbour.
Test shot with my brand new Canon 17-40mm f4 L lens. got rid of my 2nd hand Siggy 12-24, it was so soft (especially on the right hand side) I never really used it.
Press "L". Abandoned construction vehicles in the beginning of the legendary Canol Road, Yukon, Canada.
Pentax 67, 105mm f2.4, Fujifilm Reala, drumscanned.
But you wrecked it all, you wrecked my heart
You wrecked our house and you wrecked my car
Left all the pieces scattered on the lawn
Caught up in your headlights
Well I was blindsided in plain sight
I'll salvage what I may when you're gone
But you wrecked it all
You wrecked it all...
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
The "we're not a ghost town" ghost town of Darwin, California...
3 photos stitched. Pontoon, Flinders, Juno, Mangana, Garthneill and Glaucus.
6 of the beached ships.
Use Google Earth to Zoom in on
138°31'42.22"E
34°48'40.16"S
Now zoom out a little and you are about a third of the way into the wrecks.
The Garden Island Ships' Graveyard, in the North Arm of the Port Adelaide River, offers paddlers a chance to experience part of South Australia's early maritime history.
The 26 wrecks at Garden Island are part of one of the world's largest and most diverse ships' graveyards. Boasting the remains of sailing ships, steamers, motor vessels, ferries,
barges, dredgers and pontoons, the site provides a unique glimpse into our past.
The mudflats the wrecks lay on are bounded by mangroves – one of the few remaining systems in metropolitan Adelaide. This eco-system provides a habitat for dolphins, other
marine creatures and bird species, enhancing a recreational paddler's experience.
The trail is marked by three on-water signs near the main group of wrecks, as well as two on-land signs at the Garden Island boat ramp.
The first along the beach is the Seminole.
SEMINOLE
The three masted barque Seminole was built by Maxin, Fish and Company at Mystic, Connecticut in 1865. Originally ship rigged, the wooden hulled vessel of 1511 gross tons
measured 196.5 feet (59.9 m) in length, 41.6 feet (12.7 m) breadth and 25.0 feet (7.6 m) depth. At a construction cost of $US125 000, the Seminole was rated in the highest class
allotted at that period.
Built following the American Civil War, the Seminole worked initially from the east coast of the United States, before transferring to the Pacific Coast in 1887. In 1899 the barque
arrived in Newcastle, New South Wales. It was sold and towed to Port Adelaide to become a coal storage hulk.
Unsuccessful attempts to extinguish a fire on board the coal hulk in July 1906 resulted in the vessel being towed to the North Arm, where it was beached and water pumped into the
hold. Although considerably damaged, the hulk was sold, refloated and repaired. Finally on 16 March 1909, following another small fire during the breaking up process, the Seminole
was abandoned on the shores of Garden Island, becoming the first vessel to be placed in the Graveyard. Today limited remains are visible at low tide. A portion of the keel and frames
can be seen, with tangled rigging overlying the site.
When I have been there, I have stood at the Sunbeam and just seen an outline of the Seminole or on rare occasions, items protruding from the water.
This is the first wreck along this section of coast. Next is the Sunbeam.
SUNBEAM
The three masted barque Sunbeam was built at Kircaldy, Scotland in 1857 by John Brown and Company. The iron hulled vessel of 443 gross tons measured 141.5 feet (43.1 m) in
length, 27.1 feet (8.3 m) breadth and 16.8 feet (5.1 m) depth.
After a number of ownership changes and many years trading internationally, the Sunbeam was converted into a coal hulk in Melbourne in 1886. Shortly afterwards it was brought to
Port Adelaide to serve as a general purpose hulk within the port. The Sunbeam was abandoned in the Graveyard circa 10 October 1910 – the first iron vessel to be placed there.
Today the vessel is generally intact along its entire length, and with its bow facing the water is easily recognisable. A boiler of unknown origin is lying under the starboard bow.
A large amount of this ship still remains. The rudder is still recognisable and the bow still has it's shape. Between the Sunbeam and the Iron Hopper Barge lays an unidentified
wooden barge. If you get between the Iron Hopper Barge and Submeam, you can see the wooden barge. The Wooden Barge is next.
WOODEN BARGE
Unidentified and not much appears above the water surface. The mud is sticky and will swallow your legs should you get too close.
IRON HOPPER BARGE
Unidentified and mostly cut up and removed for salvage. Mangroves have made it their home. Slightly out from this point is a lot of Debris and the Killarney.
KILLARNEY
The motor launch Killarney (originally the ferry Success) was built circa 1910 by M T Beauchamp at Birkenhead, South Australia for the Port Adelaide Corporation. The wooden hulled
vessel measured 55 feet (16.8 m) in length, 14 feet (4.3 m) width and 4 feet (1.2 m) depth and was originally fitted with a 25 hp Union benzene engine. It was described as elliptical in
shape with a propeller each end, glass windows all around and capable of carrying 100 passengers. The vessel was intended to carry residents andworkers across the Port River, but
it was considered too expensive to run and was laid up at Birkenhead for a number of years, eventually becoming a standby vessel when William Johnson and John Murch acquired
the ferry service lease.
On the morning of 15 May 1920 a serious explosion on board caused major damage to the Success, including a hull fracture below the waterline. The vessel was sold, fitted with a
steam engine, renamed Killarney and used for river excursions. On 29 June 1925 the launch sank at its Musgrave Wharf moorings. Six weeks later it was removed at high tide and
placed on the nearby beach. In 1928 the Killarney was abandoned and broken up at the Garden Island Ships' Graveyard. Today the well-preserved boiler is a prominent feature on the
site with timber remains evident in the silt.
Beyond this and under the mangrove is the Lady Daly. A Crane pontoon rests on it.
LADY DALY
The two masted schooner Lady Daly was built at Williamstown, Victoria in 1876 for John Darling and Company of Port Adelaide. The wooden hulled vessel measured 90.8 feet (27.7
m) in length, 19.6 feet (6.0 m) breadth, 6.3 feet (1.9 m) depth and was 68 gross tons. The Lady Daly had a working life of more than 50 years trading in South Australian waters,
generally to ports in St Vincent and Spencer Gulfs with occasional trips to the West Coast. The schooner was mainly engaged in the wheat trade, but also carried fertiliser for the
Mount Lyell Company.
On 30 December 1901 the Lady Daly was driven ashore at Wardang Island, with the hull extensively damaged. It was eventually refloated, repaired and returned to the coastal trade.
The schooner was dismantled and abandoned in the North Arm circa 1926 with its register closed on 6 September 1929. Today little remains of the Lady Daly although sections of
framing and parts of the centreboard casing are evident above the silt at low tide.
From the Iron Hopper Barge and back in line with the Lady Daly, hidden in the mud and mangroves is the Enterprise.
ENTERPRISE
The schooner rigged screw steamer Enterprise was built in 1868 by Joseph Matthew of Sydney, with original measurements of 49.6 feet (15.1 m) in length, 11.4 feet (3.5 m) breadth
and 5.6 feet (1.7 m) depth. In 1872 the iron hulled vessel was lengthened to 78.7 feet (24.0 m) with 12.5 feet (3.8 m) breadth, 5.2 feet (1.6 m) depth and a gross tonnage of 36 tons.
The Enterprise was initially used for towing small craft around the ports of Sydney and later Adelaide, but was also involved in two significant communications developments in South
Australia's colonial history. In 1873 the steamer was engaged at Roper River in the Northern Territory, transporting supplies for the construction of the Overland Telegraph. In the late
1870s the Enterprise proceeded to the River Murray to assist with the building of the railway bridge across the river at Murray Bridge. It grounded at the Murray Mouth and was
delayed almost 10 weeks before being successfully refloated.
The steamer later returned to Port Adelaide as a general purpose vessel. Upon its deregistration in 1913, the Enterprise became a water-tender for a short time, before it was
eventually abandoned at the Garden Island Ships' Graveyard around August 1913. Today the remains lie largely hidden among the mangroves. The hull is basically complete along its
length with an intact stern section.
From here, in the mangroves, it is a very messy, long walk to the next wreck. The Sarnia lays in the mangroves and is hard up against the Gem. It is hard to destinguish one from the
other.
SARNIA
The steam dredge Sarnia (also known as No. 4 Dredger) was built at the South Australian Government Shipyard, Port Adelaide in 1878. The composite vessel measured 118.0 feet
(36.0 m) in length, 21.0 feet (6.4 m) breadth, 10.0 feet (3.1 m) depth and was 180 gross tons. Although relatively small by today's standards, the Sarnia was the largest vessel built in
South Australia at that time. It was also a valuable addition to the South Australian dredging fleet, operating at both Port Adelaide and Port Pirie. The dredging mechanism consisted
of a 58 foot (17.7 m) ladder, holding 30 buckets. It was estimated that the Sarnia could dredge to 22 feet (6.7 m) with material delivered by two chutes to waiting pontoons. In the
1920s the Sarnia was converted to a hulk. Its condition deteriorated rapidly to a point where, on 26 November 1926, it sank in the Port River while under tow with a load of coal. The
Harbors Board initially salvaged as much material as possible, before depositing the vessel at the Garden Island Ships' Graveyard on 7 April 1927.
Today the remains lie covered by silt and hidden amongst the mangroves, with the bottom section and the internal machinery beds indicating its previous service as a bucket dredge.
The Gem is a barrier for the Sarnia from the waters edge. All rusting, falling apart and very dangerous to climb on.
GEM
The double-ended paddle steamer Gem was built in 1868 at Simpson's Yarra Bank Works, Melbourne and equipped with oscillating engines that maintained a speed of ten knots.
The composite vessel measured 129.4 feet (39.4 m) in length, 17.8 feet (5.4 m) breadth, 8.4 feet (2.7m) depth and was 145 gross tons. The Gem worked as a ferry between Port
Melbourne and Williamstown until the early 1900s when it was converted to a silt-pumping barge. In 1911 the vessel was towed to Port Adelaide to assist with the construction of the
Port River's No 2 Dock. Once this project was completed the wheelhouse, engines and paddles were removed and the funnels cut down. A gangway was built across the hull and the
vessel was moved across the entrance of the new dock to serve as a floating footbridge for pedestrian traffic. The hull could also be swung about by a tug to allow access for ships
into and out of the dock.
With the widening of No 2 Dock, the Gem was removed on 19 July 1927 and laid up, before being towed to Garden Island. It was later sold and broken up for firewood. Today the
most visible remains are the timber keel, stem and sternpost.
From here you can look out over the other wrecks. You first see the Moe. As you head for it, you come accross the Stanley (What is left).
STANLEY
The schooner rigged paddle steamer Stanley was built for the South Australian Government in 1876 by John Fullerton and Company of Paisley, Scotland. The iron hulled vessel of 85
gross tons measured 80.0 feet (24.4 m) in length, 17.2 feet (5.3 m) breadth and 8.6 feet (2.6 m) depth. In 1879 after completing its trials, the paddles were removed and the vessel
jury-rigged for the 224-day voyage from England to South Australia. As a much needed addition to the South Australian Government fleet, the Stanley's arrival was eagerly anticipated,
but its reception was disappointing, with its construction widely criticised. It was also considered a failure as a steam tug and in 1886, after a series of minor mishaps, the Stanley was
sold.
Within a few years the vessel became a water tender at Whyalla, Port Pirie and Largs. Even in this role, it suffered misfortune and continued criticism. Finally the Stanley was laid up
and sold for demolition in 1930. On 7 October the remains were removed to the North Arm and abandoned on the bank of Garden Island. Today there is evidence of extensive salvage
with little of the vessel remaining.
The Moe is very obvious from here and you can see the Pontoon laying over it.
MOE
The three masted barque Moe was built in 1876 by W H Potter and Company in Liverpool, England. The iron hulled vessel of 765 gross tons measured 187.9 feet (57.3 m) in length,
30.8 feet (9.4 m) breadth and 18.8 feet (5.7 m) depth. The barque originally traded as the Zoe, but was subsequently renamed Glycinia (circa 1900) and Hebe (1905) before being
purchased in 1912 by McIlwraith McEachern Limited of Melbourne, who renamed it Moe. The Moe was first registered in Port Adelaide in 1912, having been hulked for use as a coal
lighter. In 1928 the vessel was deposited in the Garden Island Ships' Graveyard, but actually floated free on a high tide at least twice in the next few years. On the second occasion, on
1 February 1931, the hulk travelled some kilometres upstream in the Port River and substantially damaged a wharf. It was then placed in the Portland Canal for further demolition,
before being returned to the North Arm on 25 September 1931.
The plugs and plates were removed to allow the vessel to fill, but the reduced weight made the plug holes too high to be effective. The next day the vessel was holed with explosives.
An iron pontoon, later abandoned across the stern, is still in place today. Much of the aft section remains, with stern plating extending approximately four metres above the silt.
To continue on, you need to climb over the Grace Darling. Doing this you find large bits of wood. This is from the Thomas and Annie.
THOMAS AND ANNIE
The wooden ketch Thomas and Annie was built by John Wilson at Port Cygnet, Tasmania in 1874. The vessel measured 48.5 feet (14.8 m) in length, 16.1 feet (4.9 m) breadth, 4.4
feet (1.3 m) depth and was 21 gross tons. The Thomas and Annie arrived in Port Adelaide from Hobart in 1876. For almost 70 years it worked as a coastal trader in Gulf St Vincent,
plying between Port Adelaide and the gulf ports.
On the morning of 24 May 1889 a serious incident occurred in the Port River, when the Thomas and Annie was sunk by the SS Murrumbidgee. The captain of the steamer was unable
to avoid striking the ketch after the sailing vessel mistakenly anchored in the channel. The captain and mate were uninjured, but the Thomas and Annie was carried a short distance
before it sank. The ketch was raised a few days later, repaired and ready for sea again in two weeks.
During 1945 the Thomas and Annie was floated inshore of the derelict hulks at Garden Island. It was the last wooden vessel abandoned in the Graveyard and the smallest vessel
placed there. Today the most visible feature from the water is the timber and iron windlass at the edge of the mangroves. The site also includes some planking as well as remnants of
the midships centre casing and the wooden sternpost and iron rudder.
From here you finally climb down the other side of the Grace Darling.
GRACE DARLING
The schooner rigged screw steamer Grace Darling was built in 1907 at Hardinxveld, Netherlands for John Darling and Company, flour millers of Port Adelaide. The steel hulled vessel
measured 175.0 feet (53.3 m) in length, 27.0 feet (8.2 m) breadth, 12.8 feet (3.9 m) depth and was 622 gross tons.
Following its arrival at Port Adelaide in 1908, the Grace Darling was employed in the coastal trade, primarily as a passenger vessel, but also carrying general cargo and at times
acting as a tug and a wheat lighter. The majority of its voyages were in South Australian waters, but it also journeyed interstate.
The Grace Darling's career involved a number of minor mishaps, including strandings, flooding, a collision and a potentially serious engine room fire at the Port Adelaide wharf. On 19
June 1931, after 23 years of service, the steamer was abandoned at Garden Island amongst the other derelicts in the Ships' Graveyard. Today its extensively salvaged remains lie
predominantly amongst the mangroves.
From here you can see a pontoon and the Flinders.
FLINDERS
The schooner rigged screw steamer Flinders was built in 1878 by A & J Inglis of Glasgow, Scotland for the Tasmanian Steam Navigation Company. The iron hulled vessel of 948
gross tons measured 227.1 feet (69.3 m) in length, 28.3 feet (8.6 m) breadth and 20.1 feet (6.1 m) depth.
The Flinders was employed as a coastal vessel, mostly in the south-east Australian trade until the mid 1890s when it was sold to McIlwraith McEachern Limited of Melbourne
and began regular services to the Western Australian goldfields. In 1908 the steamer was purchased by the Adelaide Steamship Company, trading mostly between Port
Adelaide and South Australian outports.
During the evening of 28 January 1911, the Flinders was irreparably damaged by fire while moored at the North Arm of the Port River and subsequently hulked.
On 4 September 1931 the Flinders was beached at Garden Island and the deck beams cut through. A few days later several explosive charges were fired to weaken the hull at bow,
stern and forward bulkhead. Today the Flinders shows obvious signs of extensive salvage with most of the upper hull plating removed.
Walking on solid ground, you find the Juno.
JUNO
The schooner rigged screw steamer Juno was built by George Brown and Company at Greenock, Scotland in 1903 for the Coast Steamship Company, South Australia. The iron
hulled vessel measured 129.9 feet (39.6 m) in length, 23.1 feet (7.0 m) breadth, 8.5 feet (2.6 m) depth and was 241 gross tons. The Juno arrived in Port Adelaide in February 1904. It
was designed for the St Vincent Gulf trade, particularly the shallow Yorke Peninsula ports, and for many years kept a regular schedule between Port Adelaide and Port Vincent,
carrying passengers and mail.
By the 1930s, with the continued development of rail and the growth of road transport, the Juno's demise was near and the vessel was broken up for scrap. On or about 21 April 1931
the steamer's remains were towed from the bank at the Port Adelaide Slipway lease and abandoned at Garden Island. Today the bow extends approximately four metres into the
mangroves with the forward bulkheads evident.
Next you can see the ribs of the Mangana.
MANGANA
The schooner rigged screw steamer Mangana was built in 1876 by D & W Henderson at Glasgow, Scotland for the Tasmanian Steam Navigation Company. The iron hulled vessel of
752 gross tons measured 208.3 feet (63.5 m) in length, 27.1 feet (8.3 m) breadth and 19.3 feet (5.9 m) depth.
Built as a coastal trader, the Mangana operated between Tasmania and the Australian mainland until the mid 1890s, when it travelled further afield to Noumea and Sydney. In 1901 the
steamer was purchased by Huddart, Parker and Company of Melbourne and towed to Port Adelaide to be used as a coal hulk.
On 23 March 1931, having been laid up for some time, the Mangana was abandoned on the flats on the southern shore of Garden Island and scuttled by means of explosives. Today
the hull is intact along its length, but sideplates have been predominantly cut away. Ballast of rubble, stone and steel cable pieces remain in the forward section.
The Mangana is a slipery mess and you can't safely get up close. Onto the next boat you can see, the Garthneill. Crossing at the rear, you see a section of the ship folded down. It is a
good 2-3 meters high. This was a big ship.
GARTHNEILL
The three masted barque Garthneill was built by Russell and Company in Glasgow, Scotland in 1895 for George Milne and Company. Originally named Inverneill, the steel hulled
vessel of 1470 gross tons measured 238.0 feet (72.6 m) in length, 36.0 feet (11.0 m) breadth and 21.7 feet (6.6 m) depth.
The barque traded internationally, carrying timber from Canada and cargoes of wheat and wool from Australia to Europe, as well as regular voyages to South American west coast
ports for cargoes of saltpetre and copper.
In 1919 the vessel was sold, renamed Garthneill and, on 6 July, sailed in ballast from Melbourne for Garthneill in sail as the Inverneill Bunbury, Western Australia. The barque battled
relentless westerly gales, ultimately turning east with the weather, towards Cape Horn. When the vessel eventually arrived in Bunbury, it had almost circumnavigated the world to collect
its cargo of jarrah!
In July 1926 the Garthneill was one of the last British square-rigged sailing vessels to be decommissioned. It was sold and sailed to Port Adelaide where it was converted into an
electric barley-grading mill and storeship – the only floating grain mill in Australia. On 29 November 1935, with most fittings removed, the hulk was towed down the Port River to
Garden Island.
The bow plates were cut away and the vessel holed fore and aft with explosive charges. Today the Garthneill's forward section lies partly hidden amongst the mangroves, with sections
of the port bow extending through the mangroves and visible above the treeline. The Garthneill figurehead is on display at the SA Maritime Museum.
This was as far as I could get. I could see the Glaucus but not the Iron Hopper Barge beyond that. Next trip will need to be from the water.
GLAUCUS
The screw steamer Glaucus was built in 1878 at Sunderland, England by J Laing for Thomas Kish and Company. The iron hulled vessel of 1363 gross tons measured 238.5 feet (72.7
m) in length, 34.2 feet (10.4 m) breadth and 18.0 feet (5.5 m) depth. The Glaucus traded internationally until the early 1880s when it transferred to the Australian coastal run,
transporting goods and produce between the states. Its early visits to South Australian waters were marked by a series of mishaps, including minor collisions and groundings. The
most serious problem occurred near Althorpe Island in Investigator Strait. On a voyage from Port Pirie to Newcastle (via Wallaroo) with 500 tons of bullion, the propeller shaft broke
and the vessel became unmanageable. Fortunately the weather remained fine and the steamer was towed into Port Adelaide for repairs.
In 1927 the Glaucus was used to store barley in Williamstown, Victoria, until 1929 when it was sold and used as a grain hulk in Port Adelaide. In 1934 the owners sought permission to
break it up at Ethelton. Salvagers accidentally holed the hull below the waterline and, after emergency repairs, the hulk was prematurely towed to the Garden Island Ships' Graveyard,
where it was beached on 4 July 1935. The Glaucus is the most imposing vessel in the Graveyard. Although the bow section is completely missing, the intact stern post and rudder
make this vessel easily identifiable from the water.
Along the way to this point, there are other items you stumble over. There are also 2 other boats a fair distance from here.
OTHER VESSELS
Seven of the vessels abandoned in the North Arm prior to the mid 1940s were support craft, owned and operated by the South Australian Harbors Board. As they were generally
unnamed, had significant modifications during their working life or show extensive salvage, accurate identification is not possible.
These remains – a wooden barge, a hopper barge/dredge, four iron pontoons and a dredger – represent the number and variety of vessels which maintained shipping operations
within ports around the State. They carried out or assisted with the general tasks of lightering, towing, maintenance and salvage, as well as the essential role of widening and
deepening shipping channels.
Today the iron pontoons show some evidence of metal salvage but are relatively intact, with corroded deck plating and sections of wooden fenders still in place. The forward section of
the hopper barge/dredge is largely intact, but substantial salvage of the stern makes it difficult to identify specifically as a barge or dredge. Only the stern section of the iron dredge
remains, while side and bottom frames protruding from the silt are the only obvious remains of the wooden barge.
Canon EOS 5D, Tamron 250-500
2014
Cargo de 78 métres de long qui a été coulé par une mine le 10 novembre 1945.
Epave entre 40 et 50 métres de profondeur.
Cargo, 78 meters long, which was sunk by a mine November 10, 1945.Wreck between 40 and 50 meters deep.
I was thinking about those magic dot pictures they give you at the opticians.. I drew me and then I drew Cuppy.. I mean we're in this together right???
Photographed in Carlise Bay Marine Park, Barbados, where there are 6 wrecks...
Berwyn: Carlisle Bay ~ 20ft ~ A 70 ft long World War I French
Tug Boat sunk in 1919 by her own crew. The Berwyn sits between 7 and 10 feet below the surface depending on the tide. As a result of the calm water in the bay and the age of this wreck the Berwyn is covered in marine life including healthy hard and soft coral growth and their associated reef creatures.
Ce-Trek: Carlisle Bay ~ 45ft ~ The Ce-Trek, a derelict boat constructed of cement was sunk in January 1986. This shipwreck sits in deeper water on the northern edge of the park and is home to nice coral, soft coral and sponge growth.
Eillon: Carlisle Bay ~ 55ft ~ This 110ft drug boat was tied up for ~6 years in the Bridgetown careenage before it was sunk on 8th June 1996 in Carlisle Bay Marine Park. The wreck is easily accessqible for penetration and has an air pocket in the bow big enough to a conversation at 25′ under.
Bajan Queen: Carlisle Bay ~ 35ft ~ She was Barbados’ first tugboat named the “Pelican” when the Bridgetown Harbour was being constructed in the 1960’s. A decade later, as more modern tugboats were purchased; the Pelican was then converted to a party boat called “Bajan Queen”. The Bajan Queen holds many memories for thousands of Barbadians and visitors alike. After years of operation as the party spot the Bajan Queen was donated to the Coastal Zone Management Unit. From there with the assistance of our very own Andre Miller the Bajan Queen was cleaned up and sunk on 19th May 2002 in Carlisle Bay Marine Park. She now sits only a few feet below the surface and is accumulating some excellent fish life and good coral diversity.
Cornwallis: Carlisle Bay ~15ft ~ A Canadian freighter sunk by a torpedo from a German U-Boat during World War II. This wreck was relocated from a very high boat traffic region of the bay to this Marine Reserve on 22nd October 2003.
Barge: Carlisle Bay ~ 12ft ~ A Naval Landing Barge found in Carlisle Bay. This wreck is now home to numerous reef fish including the puffer’s bigger cousin the porcupine fish.
"Not much to tell.
The cat was asleep.
I was asleep.
I guess the journal was asleep too...
(the front page got crumpled, though)"