The project
Launched in the early 2000s by the SDSS, the project focuses on surveying and documenting aircraft and naval wrecks associated with the Battle of the Mediterranean Convoys during World War II. The primary goal is to use the fascination and interest aroused by submerged shipwrecks as a means to tell their stories and restore these events to the collective memory. More than eighty years after the events, the project pays tribute to the tens of thousands of young men from many nations who were involved, suffered, and lost their lives during this battle.
Shipwrecks represent an extraordinary historical heritage that, although submerged and remote, deserves to be known, appreciated, and protected from the numerous threats to which they are exposed. The SDSS is committed to documenting these wrecks as a fundamental first step towards their preservation and protection, promoting policies and measures aimed at ensuring that their natural decay is not accelerated by anthropogenic causes. For the wrecks located in the waters of Sicily and its satellite islands, the project is carried out in collaboration with the Superintendency of the Sea of the Sicily Region and the Maritime Museum of Palermo.
An SDSS diver documents a Fiat-OCI 708 CM (Cingolato Militare) tractor of the Italian Royal Air Force at the foot of the wreck of the steamship BEATRICE C. Photo: SDSS – Fede De Gado.
An SDSS diver illuminates the stern gun of the steamship VELOCE. Photo: SDSS – Keith Kreitner
With a view to perpetuating the memory of the events and protecting the historical heritage constituted by the shipwrecks, the project also aims to promote the formal establishment of "submerged places of memory" and "submerged war cemeteries" for shipwrecks of particular historical significance.
Over the years, dozens of shipwrecks have been discovered at depths ranging from 34 to 137 meters, most of which have been identified. Video documentation has been produced for each wreck visited, with quality ranging from mediocre to fair.
For some of the wrecks, the documentation produced is more extensive and includes higher-quality videos, artistic photographs, 360° stereo videos, and 3D photogrammetry. This extensive documentation is preserved in the SDSS archive. A selection of this material, limited to the wrecks for which photogrammetry and 3D models were produced, has been published on the website.
An Italian M40 command tank in the hold of the BAINSIZZA steamship. Photo: SDSS – Laura Pasqui
The bow of the auxiliary cruiser LAGO TANA at a depth of 120 meters. Photo: SDSS – Claudio Provenzani
The project is ongoing and, we hope, will continue for many years. Among our future goals, we intend to increase the number of documented wrecks and improve their documentation.
Key future directions include:
- Continue to carry out photogrammetry surveys for the wrecks already identified.
- Create photogrammetries of the interior environments of the wrecks and integrate them into the three-dimensional models.
- Implement new technologies for the use of models and improve the virtual experience of visitors.
- Expand the range of historical documentation.
- Continue the documentation of wrecks associated with the Battle of the Convoys in Italian waters.
- Extend documentation to wrecks in the national waters of Tunisia, Libya, and Greece, subject to authorization and collaboration with local authorities.
- Document wrecks located at depths greater than 150 meters, using ROVs and mini-submersibles.
- To further investigate the data and information regarding the potential polluting impact of wrecks.
We are open to collaborations with institutions, companies, and organizations interested in contributing to these activities.
We invite you to support our work by purchasing access to the site's premium content or by making a donation. SDSS is a non-profit organization, and proceeds from the site and donations are used exclusively to support our costly exploration, documentation, and outreach efforts.
The fishing vessel GIOEL commanded by Mario Brischetto was the support vessel for 8 SDSS expeditions.
A LOGO, A STORY
The red and white striped triangle we chose as the logo for the StoriaSommersa virtual museum is much more than a graphic design; it's a tribute to the memory of a history that must never be forgotten. We'll tell you why...
Throughout the naval conflict in the Mediterranean, the Italian Royal Navy was severely handicapped by the lack of a maritime air component, crucial in a naval-air war like the one it faced. Its British adversaries had both aircraft carriers that constantly accompanied battle squadrons at sea and the land-based aircraft of the Fleet Air Arm (FAA), trained to operate in naval warfare in conjunction with the fleet and placed under the direct command of commanders at sea. Aircraft played a crucial role in reconnaissance, protection, and attack.
For the Royal Navy, requesting air intervention had to be made through a cumbersome and lengthy procedure that required the naval command to submit a request to the Navy's higher command (SUPERMARINA), which in turn forwarded the request to the Air Force's higher command (SUPERAEREO), which then instructed the operational teams. The result of this process was that the aircraft almost always arrived too late. Furthermore, the Air Force and Navy had not prepared for coordinated operations and had almost never trained together for operations at sea. Furthermore, the aircraft did not have radios and therefore had no means of communicating with the ships.
These very serious deficiencies made themselves felt immediately and had disastrous effects. The first to pay the price were the crews at sea.
During the first contact between the two fleets, known as the "Battle of Punta Stilo" or, to the British, the "Battle of Calabria," which occurred on July 9, 1940, approximately 30 miles east of Punta Stilo (Calabria), Italian aircraft, requested before the start of the battle by the fleet commander at sea, Admiral Indigo Campioni, arrived on the scene after the battle had already ended and when the two fleets had lost contact and were moving away. The 126 bombers attacked the British ships, dropping bombs from an altitude of 3.000 meters without success. At least fifty of them mistakenly attacked the Italian ships, mistaking them for British vessels, fortunately without hitting them. One of the aircraft, however, was shot down by Italian anti-aircraft fire.
As unfortunate and sometimes unjustifiable as they may be, it is worth considering that incidents of this sort occurred on all fronts and for all belligerents during the war.
Following this incident, the Royal Navy adopted the practice of painting the bows of its naval vessels with red and white stripes, to make them recognizable from above. This color scheme was maintained until the end of hostilities.
The StoriaSommersa logo is inspired by this color and aims to remember the courage of all those who fought, suffered, or lost their lives during clashes at sea.
THE BATTLEFIELD
Most convoys bound for Libya departed from Naples and, to a lesser extent, from other ports in southern Italy. These ports received supplies and materials produced in industrial centers in Italy and throughout German-occupied Europe, and were loaded onto merchant ships requisitioned for wartime purposes. The ships were then grouped into small convoys of two to six vessels, which then sailed to the ports of Tripoli or Benghazi in Libya, escorted by units of the Italian Royal Navy and the Italian and German Air Forces.
Nautical chart from December 1941 of the Royal Navy showing the locations of the ships' sinkings. USMM
Many of the convoys sailed along the "southern routes," which ran down toward Sicily, passed the Aegadian Islands, crossed the Strait of Sicily, and reached the vicinity of Cape Bon in Tunisia. They then continued southward, some distance from the Tunisian coast and the series of buoys marking the Kerkennah Shoals, finally reaching Tripoli or Benghazi in Libya. Other convoys instead sailed along the "northern routes," which generally passed through the Strait of Messina and then followed a more or less direct route to the ports of Tripoli or Benghazi. These routes crossed the Ionian Sea, characterized by depths of many hundreds or thousands of meters.
The documented wrecks are mostly located in international waters, along what were the "southern routes" of convoys bound for Libya. The seabed along these routes is an extension of the African continental shelf, which extends for several dozen miles from the coastline and is characterized by numerous reefs that reduce the depth to a few dozen meters before gradually descending towards the abyssal plains. Vast portions of the seabed in this area are at depths reachable with SCUBA diving systems, allowing the wrecks to be explored and documented.
THE OPERATIONS
Since 2006, the SDSS has been engaged in annual exploration and documentation campaigns of wrecks in the Central Mediterranean, lasting an average of one month. The base for most exploration campaigns is the island of Lampedusa, from where excursions out to sea depart, following the routes followed by the convoys. Some campaigns have also been based in locations along the Sicilian coast, the Italian mainland, and Sardinia, in Tunisia, and aboard research vessels.
The primary means used to locate wrecks in the high seas is information obtained from fishermen from Lampedusa, Sicily, and Tunisia. While they may not know exactly which vessels they are, they do know the locations of the wrecks on the seabed. Various types of fishing are practiced directly on the wrecks, which are rich in marine life and teeming with fish. For other forms of fishing, such as trawling, it is important to know the location of the wrecks on the seabed to avoid entanglement of the nets. For many years, excursions were conducted aboard small fishing boats.
SDSS divers prepare for a dive.
An SDSS team prepares for a deep-sea dive.
Deep-sea excursions typically last two or three days, during which a number of wrecks are visited, explored, and documented. Upon return, the collected materials are organized and preparations are made for the next sea outing.
Several dozen SDSS technical divers from many countries around the world have participated and continue to participate in research campaigns each year. Volunteers include skilled underwater photographers, camera operators, photogrammetry experts, marine biologists, engineers, and IT experts.
SDSS divers' accommodation during the three nights of the sea excursions.
IDENTIFICATION OF THE WRECKS
Wreck identification is often a complex problem, and it can sometimes take years to establish the identity of a ship that has been visited and documented. While in most cases, it's relatively easy to identify a military vessel, identification of a merchant vessel is less straightforward, often tedious, and subject to uncertainty and error.
Identification can be achieved through various aspects and characteristics, such as:
The length and breadth measurements of the ship
Partial measures
The sequence and type of mast and loading bridges
The number of propellers and the number of propeller blades
The hull profiles
The number and arrangement of cargo holds
The ship's cargo
Damage suffered in the event that caused the sinking
The geographical position of the wreck
Objects and on-board equipment present on the wreck
Finally, the combination of more of these factors
An SDSS diver above the hatchway of a hold of an as yet unidentified steamer at 120 meters depth.
A view of the aft section of the steamship ADANA. Photo: SDSS – Stella Del Curto
The photogrammetry of the VELOCE steamship required 34.000 HD photographs, taken in 12 hours of diving.
1 Grade: There is still no idea about the identity of the wreck.
2 Grade: A “convenient” identification is given, usually that of a ship known to have sunk in the area, but the identification elements are weak and approximate.
3 Grade: There is some evidence to suggest that this identification is plausible. However, it is not yet based on solid data and could well be incorrect.
4 Grade: The identification is very probable, or almost certain, even if definitive elements are missing.
5 Grade: Identification is certain and definitive, as proven by the discovery of characteristics such as the name, the bell, the hull or engine plate, or other objects that confirm the wreck's identity. Grade 5 can also be attributed to military or merchant vessels when a precise analysis of the wreck's measurements, armament, hull details, and location confirms its identity beyond doubt.
ACKNOWLEDGEMENTS AND THANKS
Publishing this website and developing the materials it contains required years of effort and a wide range of efforts, including deep-sea adventures, archival research, technical dives, and the creation of multimedia content such as photographs, videos, 360° videos, photogrammetry, and reports. The project also involved computer processing, video editing, graphic design, and much more.
Over the years, the project has been supported primarily by volunteers' self-financing and, in part, by contributions from SDSS, made possible thanks to the generosity of private donors and sponsors, to whom we extend our deepest gratitude. The website's development also benefited from European funding from the National Operational Programme "Culture and Development" 2014-2020.
We extend our heartfelt thanks to all the SDSS volunteers who, with their commitment, talent, dedication, and passion, have made this project possible. The following list includes volunteers (through 2024), broken down by divers, with the number of campaigns they participated in and their qualifications, and those who contributed to the development and creation of the site's content. We hope we haven't forgotten anyone...
Return to the boat after a dive.
DIVERS
Alberto Ferrandi (4) photogrammetry; Amedeo Polito (1); Andrea Scaccianoce (3) action camera; Andrew Cronan (1); Antoine Dulac (1); Ben Oortwjin (3); Brian Shrouder (1); Carlo Guidetti (3) action camera; Caterina De Seta (5) photogrammetry; Claudio Provenzani (2) photographer; Daniele Gualdani (2); David Dal Molin (3) action camera; Davide De Benedictis (1); Davide Felicetti (1); Derk Remmers (3) photographer; Edo Salaj (2) action camera; Elena Romano (1) lighting; Fabio Dal Molin (1); Fabio Leonardi (2) video; Faisal Khalaf (1); Federico De Gado (4) video; Francesco Spaggiari (3); Garreth Ingham (1); Henning May (2) action-camera and sampling; hens van Oeveren (3); Jarrod Jablonski (1); Jerome Descampes (1) video; Jin Hui (1) action camera; Joseph Chroust (1); Kees Beemster Leverenz (1) photogrammetry, photographer; Keith Kreitner (5) video and photographer; Ivan Wagner (1) action camera; Laura Brown (2) samples; Laura Pasqui (3) photographer; Linda Pasolli (1); Lodovico Venturoli (1) photographer; Marcel Wielke (1); Marcello Iacca (1); Marco -Manny- Cottafava (6) video; Mario Arena (16) videos, photogrammetries, reports; Massimiliano Di Berardino (2); Matthew Giaretta (3) photogrammetry; Max Franchi (2); Moreno Marciano (1); Pascal van Erp (3); Peter Brandt (3) photogrammetry; Piero Labò (6) photogrammetry; Raffaele Mazza (3) lighting; Roberto Picciol (2); Rocco Cannella (1) video and photographer; Simone Carletti (1) action camera; Simone Castellini (1); Stefano Gualtieri (6) 360°-3d video, photogrammetry, photographer; Steffen Sholtz (1) action camera; Stella Del Curto (3) photographer.
An SDSS team poses during a break in Lampedusa. Photo: SDSS – Keith Kreitner
Editing and processing materials on Underwaterhistory.org
- Mario Arena (texts and selection of materials)
- Stefano Gualtieri (coordination, photogrammetry, and 360° video editing)
- Kees Beemster Leverenz (photogrammetry and rendering)
- Nicole Savannah Arena (graphic structure, graphic processing and video editing)
- Lorenzo Dallara (HTML programming)
- Matteo Monticciolo (HTML programming and 3D printing files)
- Peter Brandt (photogrammetry solutions)
- Microfilla srl (web development and optimization)
- Marco Di Virgilio (web development and optimization)
Special thanks go to Mario Brischetto and Antonio Brischetto, professional fishermen from Lampedusa, for their guidance on our high-seas adventures aboard the boats PAMELA, MARIKA, and GIOEL, and for taking us to many of the wrecks we explored and documented.
We also thank Simone D'Ippolito, co-owner of the Pelagos Diving Center in Lampedusa, who supported the first two expeditions with his COBRA vessel.
INSTRUMENTAL SPONSORS
The project enjoyed the support of leading manufacturers of technical and exploratory diving equipment, who supported us with special supply conditions and, in some cases, donations. Our sincere gratitude goes in particular to:
- SUEX srl: for always providing us with its irreplaceable underwater scooters at convenient conditions and for repeatedly supporting us financially;
- DAN Europe: for assisting us in developing deep-sea diving safety plans and for providing us with advice and first aid materials;
- K01: for donating us the precious hoods and thermal protection clothing for diving;
- HALCYON mfg: for the supply of their entire range of technical and exploratory diving products on advantageous terms;
- DUI Ltd.: for the supply of their excellent dry suits on advantageous terms;
- Scubalandia: for diving equipment and generous sponsorships;
- COLTRI SUB: for the compressors and the generous sponsorship;
- EASY DIVE: for the advantageous conditions of supply of underwater camera housings and lighting systems
- Pelagos Diving Center: for operational support in Lampedusa
OTHER FUNDAMENTAL CONTRIBUTIONS
Finally, our sincere thanks go to all the organizations, individuals, and institutions that facilitated the process and contributed directly or indirectly to the historical research and processing of the collected materials. Among these, our recognition goes to:
Lorenzo Colombo, with the skin hanging on a nail.blogspot.com The valuable and excellent work compiled and continually updated by Mr. Lorenzo Colombo, which probably constitutes the principal collection of information available on Italian merchant and military ships sunk during the Second World War, and which has accompanied us throughout these years of research and operations as a primary reference for identifying the wrecks of Italian ships and for reconstructing their histories.
Andreas Biermann – rommelsriposte.com, another inexhaustible source of valuable information and excellent articles. Andreas was instrumental in identifying wrecks and the German vehicles they carried, and in finding the cargo manifests of some of the recovered ships.
Prof. Ferdinando Maurici, Dr. Roberto La Rocca, Claudio Di Franco and Salvo Emma, of the Superintendency of the Sea of the Sicily Region for their continued support and collaboration on the project.
La Superintendency of Agrigento for making the base on the island of Lampedusa available to us during our campaigns.
Aldebaran Maritime Association and in particular President Dario Tedeschi, for his great availability and patience in helping us find period photographs and construction plans of the ships.
Professor Timmy Gambin, archaeologist, project director Underwater Virtual Museum and the beautiful website underwatermalta.org which was a source of inspiration and reference for us in the creation of this site, and for having indirectly convinced us of the possibility of creating photogrammetric models of large-scale wrecks.
Kees Beemster Leverenz, instructor and underwater photogrammetry expert, for his valuable teachings and ongoing support.
Organizations Ghost Divers ed healthy seas for their collaboration in the removal of nets entangled in wrecks and for their financial support for some of our campaigns.
Prof. Edmund Maser and Jennifer Strehse ofInstitute of Toxicology and Pharmacology for Natural Scientists – University Medical School Schleswig-Holstein Campus, Kiel, for their collaboration in the project to assess the environmental impact of shipwrecks in the Central Mediterranean.
BIBLIOGRAPHICAL SOURCES FOR THE “HISTORY” SECTION
The primary purpose of this website is to present the condition of several exceptional historical aircraft and naval wrecks, discovered on the seabed of the Central Mediterranean and documented over nearly twenty years. A summary of their history, the story of their sinking, and documentation of their current condition on the seabed are presented.
The "History" section is published with the aim of providing context to the wrecks and the Battle of the Convoys. The "Timeline" included in this section schematically presents the sequence of events that characterized the initial phases of the Second World War, then continues, in a "day-by-day" narrative, with a summary of the main events of the North African Campaign, the Naval War in the Mediterranean, and the fate of some convoys, up until the surrender of the Axis forces in Tunisia in May 1943.
These sections are accompanied by some videos and many historical photographs, most of which are in the public domain, taken from Wikimedia commons: the credits are shown next to each photograph.
This substantial section is currently well underway but not yet complete and will continue to be updated and integrated.
The main historical sources referred to for the “History” section are:
Montanari, M. (1989-1993). “Operations in North Africa.” 4 Volumes. Rome: SME Historical Office.
Howe, G. (1957) “US Army in WWII – Mediterranean Theater Of Operations – NW Africa: Seizing the Initiative In. The West”. Washington DC Office of the Chief of Military History, Dept of the Army
Wikipedia contributors (2024). “North African Campaign”. Wikipedia, the free encyclopedia. https://en.wikipedia.org/w/index.php?title=North_African_campaign&oldid=1267454876
Gariglio, D. (2005). “Ghibli”. Chiari (BS), Nordpress Editions.
Cocchia, A. (1958). “The Defense of Traffic with North Africa, from June 10, 1940 to September 30, 1941.” Rome, USMM.
Cocchia A. (1962) “The defense of traffic with North Africa, from 1 October 1941 to 30 September 1942”. Rome, USMM.
Fioravanzo, G. (1964) “The defense of traffic with North Africa from 1 October 1942 to the fall of Tunisia”. Rome, USMM.
Fioravanzo, G. (1970-1976), “Naval Actions in the Mediterranean” 2 volumes. Rome, USMM.
Mattesini, F. (1986). “The Air and Naval Battle of Mid-August”. Rome, Edizioni dell'Ateneo.
Giorgierini, G. (2001). “The Italian War at Sea”. Milan, Arnoldo Mondadori Editore.
Mattesini, F. “Punta Stilo, the first naval air battle in history, 9 July 1940. On: academia.edu: https://www.academia.edu/36837456/
Mattesini, F. “The Battle of Cape Spada”. On academia.edu: https://www.academia.edu/92556172/LA_BATTAGLIA_DI_CAPO_SPADA_Un_deludente_combattimento_navale_per_la_Regia_Marina_19_Luglio_1940?nav_from=d9334ac3-4e50-44ea-a6ed-99fd74776430
Mattesini, F. “The British naval operation “MB6” the night naval battle of Cape Passe on 12 October 1940. On academia.edu:https://www.academia.edu/93483815/LOPERAZIONE_NAVALE_BRITANNICA_M_B_6_LO_SCONTRO_NAVALE_NOTTURNO_DI_CAPO_PASSERO_DEL_12_OTTOBRE_1940?nav_from=bec80dfa-e1ef-4049-be00-432dfef0d8b5
Mattesini, F. “The Night of Taranto”. On academia.edu: https://www.academia.edu/34935127/LA_NOTTE_DI_TARANTO