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PROJECT
U-233 |
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PROJECT U-233 has commenced. Research
has been underway, for the last few months, information has been
recieved, magnetometer surveys, testimony gathered, documents
procured, archives researched. German U-boats had been sinking
ships in American waters for two years when the United States
entered the war in December 1941. The victims were mostly merchant
ships carrying supplys from Canada to Great Britain. Merchant
ships traveled in large convoys protected by destroyer escorts.
Most North Atlantic convoys left from Halifax, Nova Scotia. Pivotal
to the defense of those convoys was Casco Bay. Portland Harbor
was rated the most important harbor in the continental U.S. during
World War II because of its proximity to Europe. A lot of the
destroyers and escorts, battleships and cruisers came to Portland
for fuel and supplies. What better chance for a kill by a German
U-boat commander. Now the “K-14 Incident” a downing
of a U.S. Navy Blimp. Official records state pilot error for the
crash and deaths of seven crewmen. Was it? Eyewitness reports
say no, that explosions and small arms fire could be heard, seen
and felt. Even Captains of military vessels reported the same.
Large oil slicks, dead fish, all signs of a depth charge attack
were present, and on recovery of the blimp, it was found minus
its depth charges. U-boat sightings by local fisherman, reports
from sailors stationed in Casco Bay that have stated that U-boat
alerts did happen, all point to a large amount of war time activity
in Casco Bay.
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SEARCH AND SALVAGE
OPERATIONS
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Modern technology
is used in the search operation, including sonic compression video
imaging systems, a magnetometer and a non-ferrous metal detector
as primary search equipment. This equipment has the capability of
locating wreck sites covered by sand deposits. The magnetometer,
which permits detection of ferrous metals (such as iron, of which
spikes, cannon balls, anchors and cannons were made) beneath the
sea bottom, and sub-bottom. profiler, which reveals the presence
of objects buried in the ocean floor, are extremely valuable to
salvage efforts. In addition, the latest in metal detector devices
which can detect both ferrous and non-ferrous metals (including
gold and silver) is utilized. Searches are made by towing detection
devices and/or the magnetometer through the search area in a grid
pattern. Significant anomalies are marked with buoys and charted,
and those areas exhibiting such anomalies are carefully investigated.
The metal detector sled used is approximately three feet by one
foot and can detect ferrous and non-ferrous metals beneath the ocean
floor at depths of several feet. The combined use of the magnetometer
and the metal detector sled provides the DIRECTOR with data as to
masses of metal and probability of submarine sites and is an aid
to conducting cost efficient operations. The DIRECTOR is continuously
evaluating new technology to utilize in project operations. The
use of this equipment has proven to the COMPANY the location of
numerous shipwreck sites.
Once on site, salvage operations
will commence. Salvage technique will depend on the depth of the
site, the amount of sand and debris covering the site and its metal
masses. After the salvage vessel is positioned over the anomaly,
divers are dispatched to make a visual inspection of the area. If
nothing is revealed upon visual inspection, steps are taken to remove
the sand and debris from the site. After, divers using small hand-held
metal detectors, physically locate and recover artifacts and other
valuable items from the site, being careful to mark and record it's
location for historical value. Once on board, all recovered artifacts
and other items of value are documented and cataloged. In many instances,
identification is very difficult. Some items will have to be restored,
and some will need to be cleaned before identification is possible.
Wherever practical, an effort will be made to determine what if
any historical significance can be attached to the item. An integral
component of the salvaging of metal wrecks is the conservation of
recovered artifacts. Once the artifacts are recovered and brought
out of the water, they must undergo other conservation techniques
in order to avoid deterioration and damage. Silver and metal artifacts
may take up to several months to restore. Gold and jewelry generally
take little or no time to restore.
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It is hoped
that this submarine can be re-floated, and put on display as a Museum
in Portland. Some vital information was supplied by (TRIDENT RESEARCH
& RECOVERY).The U-233, is a type X-B Minelayer.
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Specs:
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Built Deschimag - A.G.
at Bremen Germany.
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Commissioned 6 June
1942, at Bremen.
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Length Overall - 89.8
meters (294.6ft)
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Max. Beam: 9.2 meters
(30.1ft)
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Depth: 4.7 meters (15.4ft)
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Crew- 5 officers, 47
crewmen, including 1 medical officer
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Max Speed: surfaced
- 17 knots submerged - 7 knots
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Max. Diving Depth -
200 meters (656.2 ft)
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Torpedo Tubes: Bow-none
Stern-2 15 Torpedoes or 22 TMB mines, plus 66 mines in special
mine shafts.
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Anti-aircraft Armament:
one to two 37mm plus two to four 20mm on extended platform.
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The U-233
is believed to have shot down the K-14, a U.S. Navy blimp at Mt.
Dersert Rock, Maine. The official report denies this ever happened,
eyewitness's say otherwise. Damaged in the confrontation, the U-233
headed south along the coast of Maine where she sub submerged in
Casco bay. While this has not been confirmed, all evidence related
to the incident (de-classified secret documents etc.) leads us to
believe that it's in Casco Bay.
I Just thought I'd update you on our progress on Project U-233.
As of January 29th, 1997, I signed an agreement with PBS (NOVA)
to film the first part of the U-Boat special that they want to produce,
upon confirmation. It would be filmed and produced by Kirk Wolfinger,
Lone Wolf Pictures. Kirks last production for NOVA was BRITANIC,
TITANIC'S LOST SISTER, which had the highest ratings of any NOVA
show. JUNE 3rd- We have sent our diver to check out site #1, but
at 176' of water there is little time before you have to come up,
and today the visibility was 3'. No contact yet. We will try again
soon.
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If you are
interested in the U-233 project, please
E-Mail or call Greg Brooks at 207-879-1758.
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PHOTO'S ARE
OF THE SALVAGE OF THE "K-14" AND THE SEARCH FOR THE U-BOAT
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July 1944
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Crannberry Cove |
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Crewmen of the K-14
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K-25 OVERSEEING
RECOVERY
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