Hms Campania: Burntisland Roads, Firth Of Forth

Unknown: presumably Fairfield, Govan (builder)

In regular scheduled service with Cunard as a Transatlantic passenger liner; latterly transferred to Anchor Line

In RN service (after purchase) as Armed Merchant Cruiser, but converted to Seaplane and Aircraft Carrier. Served as trials vessel (based at Rosyth) for use of observation ballons at sea.

Conversion to seaplane and aircraft carrier, Cammell Laird, Birkenhead

Flight deck lengthened, Cammell Laird, Birkenhead

Sunk (in collision with HMS Revenge and other ships following breakage of anchor cable off Burntisland)

Reduced by explosion to safe clearance depth 1921

(current wire-swept depth 12.6m)

Metal salvage reported in 1940's and 1960's

Items recovered for FAA Museum (RNAS Yeovilton), 1984

ADU amnesty (2001) records artifact recovery

UKHO Identifier : 002824

Feature Class : Wreck

Wreck Category : Dangerous wreck

State : DEAD

Classification : Unclassified

Position (Lat/long) : 56.03861,-3.22361

Horizontal Datum : ORDNANCE SURVEY OF GREAT BRITAIN (1936)

WGS84 Position (Lat/long) : 56.03854,-3.22503

WGS84 Origin : 3-D Cartesian Shift (BW)

Position Method : Horizontal sextant angle

Position Quality : Precisely known

Depth : 13.2

Depth Method : Swept by wire-drag

Depth Quality : Least depth known

Water Depth : 24

Water Level Effect : Always under water/submerged

Vertical Datum : Mean Low Water Springs

Name : HMS CAMPANIA (PART OF)

Type : AIRCRAFT CARRIER

Flag : BRITISH

Length : 189.6

Beam : 19.8

Tonnage : 18000

Tonnage Type : Displacement

Date Sunk : 05/11/1918

Bottom Texture : Mud

Contact Description : Partial wreck

Original Sensor : Reported Sinking

Last Sensor : Acoustic Sensor

Original Detection Year : 1918

Last Detection Year : 1966

Original Source : Other

Last Source : Other

Circumstances of Loss : **BUILT IN 1893 BY FAIRFIELD CO LTD, GLASGOW FOR THE CUNARD SS CO. BOUGHT BY ADMIRALTY IN 27.11.1914 AND WORK TO CONVERT INTO AN AIRCRAFT CARRIER COMMENCED, BEING COMPLETED WHEN SHE WAS COMMISSIONED AS HMS CAMPANIA. SANK AFTER DRAGGING ANCHOR IN A SQUALL AND COLLIDING PORT SIDE ACROSS STERN OF HMS ROYAL OAK. THERE WAS A BOILER EXPLOSION BEFORE SHE SANK. HMS GLORIOUS, NEARBY, WAS DAMAGED. ALL CREW SAVED. DISPERSED IN 1947. (NAVAL HIST. SECT & NAVAL LIB., DODS & SIBI).

**FULL ACCOUNT OF LOSS AND SERIES OF PHOTOS OF SINKING. (SHIPWRECKS OF THE FORTH & TAY, B BAIRD)

Surveying Details : **H454/67 6.3.67 WK APPEARS TO HAVE BROKEN UP INTO AT LEAST THREE MAJOR PARTS. PART [A] IS MOST EXTENSIVE AREA OF WRECKAGE & CARRIES THE LEAST WATER. FIXES: PART [A] OXCARS LTHO 89DEGS 10MIN BURNTISLAND W BKWTR LTHO 128DEGS 40MIN INCHKEITH LTHO; PART [B] OXCARS LTHO 92DEGS 00MIN BURNTISLAND W BKWTR LTHO 121DEGS 40MIN INCHKEITH LTHO. WIREDRIFT SWEEP: PART [A] CLEAR 41 & 42FT, FOUL 44FT; PART [B] CLEAR 42.5FT, FOUL 45FT. LEAST DEPTH BY E/S 51FT IN GEN DEPTH 80FT, SCOUR 82FT. SEABED MUD. (HMS MYRMIDON, 31.3.66). - NM 508/67.

**H454/67 22.8.68 WK SOLD TO METREC ENGINEERING LTD FOR SALVAGE. (D OF C(N) N/CP85/52230/1967). NCA.

**H454/67 16.2.77 S PART [B] OF WK REPD NOT FOUND BY E/S & TRANSIT SONAR DURING 6 HOUR SEARCH. (FORTH PA, LTR 21.1.77). NCA.

**H3965/75 25.4.77 REPD NOT FOUND BY E/S & TRANSIT SONAR. (FORTH P.A. LTR DTD 25.4.77). NCA YET.

**H1942/86 29.7.86 NO SOUNDINGS OF 13.2MTRS EXISTS S OF NO.9 BUOY. (FORTH PORTS AUTHORITY, 6.3.86). AMENDED TO ABEY. DELETE. - NM 2297/86.

POSITIONS BELOW THIS POINT ARE IN DEGREES, MINUTES AND DECIMALS OF A MINUTE

**27.4.01 AMENDED TO DEAD. NCA.

Chart Symbol : WK SW 13.2

Date Last Amended : 27/04/2001

Length between perpendiculars: 601ft [183.2m]

Length over all: 622ft 3ins [189.7m]

Beam: 65ft [19.8m]

Depth of hold: 37ft 2.25ins [11.3m]

Moulded depth: 41ft 6ins [12.7m]

Gross register tonnage: 12,950.34

Net register tonnage: 4,973.58

Displacement: 19,450 tons

Cunard ordered the Campania and her sister-ship Lucania from the Fairfield Shipbuilding and Engineering Company of Govan on 11 August 1891, the building-way being realigned on account of their unprecedented length. They were the most expensive ships so far built for the company (the Campania costing £497,825) and formed the company's first use of twin-screw propulsion. They were expected to be the fastest ships on the Atlantic, and were also designed to Admiralty specifications against possible use as armed merchant cruisers, a degree of structural compartmentalisation being provided by the provision of structural bulkheads.

The keel of Campania was the first to be laid, on 22 September 1891, and her framing was complete by 30 December 1891. The first shell-plate was riveted into place on 21 January 1892, the cast-iron stern frame was erected by the end of June 1892, and Lady Burns launched the ship on 8 September 1892. The decks were sheathed with yellow pine, except where exposed, where they were of teak. The internal fittings of the ship were largely in place at the time of launch, and were commodious by the standards of the time. Extensive use was made of marble and there was an extensive hot water system, but there was a marked shortage of lavatories. An extensive system of call-bells was fitted.

The boilers and engines were installed immediately after launch, and developed 30,000 IHP at 22 kts. The twelve boilers were of double-ended cylindrical form and were divided between two compartments. Their total heating surface was 78,786 sq ft [7322 sq m] and they delivered steam at 165 psi [11.2 bar] for a typical coal consumption of 485 tons [492 tonnes] a day. The two engines were of inverted triple-crank and triple-expansion type, each having 2x37in [940mm] (HP), 1x79in [2007mm] (IP) and 2x98in [2489mm] (LP) cylinders, the stroke being 69ins [1753mm] in all cases. The propellor shafts (by Vickers) were of 153ft [46.7m] length and 24ins [0.61m] diameter. Each of the propellors measured 23ft 6ins [7.16m] in diameter and had three bolted manganese blades, with a total blade surface of 140.5 sq ft [13.06 sq m]. Auxiliary and donkey boilers were also provided, as were four dynamos to provide power for the ship's complex electrical supply system.

At construction, the ship was intended to carry 591 passengers in first class, 304 in second, and 598 in steerage, a total of 1493. These figures altered over time (a total of over 1000 being allowed later in steerage) but the complement of 415 officers and crew remained essentially constant. The sixteen wooden lifeboats and four smaller boats had a total capacity of about 1064, only just over half the maximum total number of people on the ship as built.

Built at a time of excess steerage capacity (on account of reduced emigrant traffic) the two ships were intended primarily for the carriage of first class passengers, and were intended to enter service immediately prior to the World's Columbian Exhibition, held in Chicago in the early spring of 1893.

Campania was constructed in March 1893, leaving Glasgow on the 17th of that month. She achieved an average speed of 22.385 kts at a maximum of 29.519.4 IHP while on trials in light condition. She entered service on 22 April 1893, leaving Liverpool with 925 passengers and 400 crew, and reached New York in 6 days, 8 hours and 34 minutes from Daunt's Rock to the Sandy Hook lightship, breaking all previous maiden records. On the return journey, she regained the Blue Riband with a time of 5 days, 17 hours and 27 minutes over the same course. In June 1893 she took the Blue Riband westbound with a time of 5 days, 13 hours and 29 minutes, at an average speed of 21.27 kts. After entry into service, both ships were modified aft to reduce vibration. The Blue Riband was subsequently taken in both directions by the Lucania, both ships being noted for their relative commercial success at a time of low returns from transatlantic passenger traffic. The value of these new and large ships was, however, lessened by necessity to land and embark passengers by tender at Liverpool, with consequent delay and expense. From 15 June 1895, the ships berthed at Princes Landing Stage and passengers were taken by train to and from the new Riverside Station.

Apart from maintaining a regular scheduled service, Campania represented Cunard at the Diamond Jubilee Naval Review held at Spithead on 26 July 1897. In the same year, the entry into service of the Kaiser Wilhelm der Grosse of Norddeutscher Lloyd marked the start of German competition, particularly as she soon took the Blue Riband in both directions. Both the Campania and Lucania were among the first ships to be fitted with radio, exchanging the first recorded ice bulletin in September 1901. In March 1903, radio was first used in the ship to provide a news service for passengers.

Following the advent of the turbine-powered Lusitania, Aquitania and Mauritania, the Lucania and Campania were taken out of service on 7 July 1909 and 25 May 1914 respectively. The former ship was damaged by fire at Liverpool and sent for scrapping in Swansea; the latter was placed under charter to the Anchor Line but was recalled to Cunard service at the outbreak of war. She left Liverpool on her final voyage on 26 September 1914, and was subsequently purchased by the Admiralty for service as an armed merchant cruiser and seaplane carrier.

Eight 4.7in [119mm] guns were fitted initially, while most of the passenger accommodation was converted into a hold fourteen aircraft, which were hoisted out to be launched from the water, being subsequently recovered with assistance from a fast seaplane tender. This work was completed at Birkenhead by Cammell Laird by February 1915, when the ship entered service with the Grand Fleet. The ship was soon withdrawn from service for the fitting of a flight deck of 160ft [48.8m] length, but re-entered service on 5 May 1915. The flight deck was lengthened to 220ft [67.1m] length before the ship re-entered service for the last time on 7 April 1916. During this last refit, a large winch was fitted aft to that the vessel could serve as an Observation Balloon Ship.

Summary by RCAHMS (RJCM)

Source: M D Warren 1993.

Quality of fix = HSA

Evidence = Swept by Wire (Single Ship/Boat Drift Sweep)

Horizontal Datum = OGB

General water depth = 24

Circumstances of Loss Details

-----------------------------

See part A NK00SE 13.00 - 56 02 26N, 003 13 20W.

Surveying Details

-----------------------------

Same as for part A NK00SE 13.00 in posn 56 02 26N, 003 13 20W.

Hydrographic Office 1995.

This ship represents one of a number of early British attempts to project airpower through the deployment of heavier-than-air craft at sea. During or before the First World War the Royal Navy acquired by construction or conversion specialised aviation vessels of three types (in addition to balloon ships): full flight-deck carriers, quasi-flight-deck carriers (including HMS Campania) and seaplane carriers.

The Grand Fleet received its first aviation vessel in winter 1914/1915 through the conversion of HMS Campania, which retained her former name, as was then the practice. This former record-setting ex-Cunard liner was bought by the Admiralty in 1914 effectively from the scrapyard, having been sold for breaking after long years of transatlantic service. Originally intended for conversion to an auxiliary cruiser, she was considered to have the size and speed necessary for service as a seaplane carrier. She and contributed greatly to the development of British fleet aviation, being the first vessel to be termed a 'fleet carrier'. Her machinery remained defective, however, contributing to her characteristic unreliability and lacklustre performance.

As first converted, she mounted a platform stretching from bridge to prow, from which seaplanes were to take off on trolleys. Successful flights were made in this fashion by Sopwith Schneider single-seat floatplanes in August and November 1915, but the platform was not long enough to launch the larger and heavier (two-seat) craft that were equipped with wireless telegraphy for fleet reconnaissance. The failure of these experiments almost brought about the abandonment of the ship as an aviation vessel.

The ship was accordingly further adapted by dividing her forward funnel into two stacks (leading from split boiler uptakes) and extending the platform aft between them. The inability of seaplanes to intercept German fleet reconnaissance airships was noted, as was the continuing problem posed by the recovery of seaplanes.

In 1915 the ship also served as a trials ship (based at Rosyth) for the experimental use of observation balloons while underway at sea or off enemy coasts. These proved successful, and the ship was further adapted to carry a balloon at the expense of some of her aircraft.

In 1917 the Grand Fleet Committee on Air Requirements recommended that the Sopwith Pup landplane become the standard anti-airship machine in the fleet, replacing the Sopwith baby seaplane on board HMS Campania. Various 'navalised' variants of this aircraft (which was becoming outmoded on the Western front) were produced, and these were later augmented in HMS Campania by the Sopwith 11 Strutter as a 'close reconnaissance' aircraft.

The operational service of this ship is most noteworthy for her non-participation at the Battle of Jutland (31 May 1916). Having apparently received two preparatory signals whilst at anchor in Scapa Flow, the executive signal was missed, apparently on account of reduced visibility. She sailed overnight but was ordered to return, apparently on account of her slow speed and the danger of submarine attack while unescorted. The potential value of her seaplanes (about ten in number and of mixed Sopwith and Shorts types) remains a matter for conjecture. The shop was also absent (on account of machinery defects) from the Grand Fleet response to the final High Seas Fleet sortie of 19 August 1918. A plan to use the ship in a major attack by torpedo-carrying landplanes (of the Sopwith T1 Cuckoo type) was considered in 1917 but never implemented.

HMS Campania was sunk in collision on 5 November 1918.

R D Layman 1996.

(Classified as aircraft carrier: date of loss cited as 5 November 1918). This vessel sank in two parts after being in collision off Burntisland.

(Locations cited as N56 2.43 W3 13.33 and N56 2.32 W3 13.42).

I G Whittaker 1998.

Campania was built by Fairfield's at Govan and, at 600' (183m) loa. and at 18,000 tons displacement, was an enormous vessel in comparison to her contemporaries. The ship was launched on 8 September 1892 and was the first Cunard vessel to completely dispense with sail and to have twin shafts. She made her maiden voyage from Liverpool to New York on 22 April 1893; the return voyage set a new record passage from New York to Queenstown (now Cobh) in a time of 5 days 17 hours and 27 minutes. In June 1893 the record passage from Liverpool to New York was also beaten. This vessel is significant as the first of the Trans Atlantic liners to rely on steam power alone, dispensing with auxiliary sail and having twin screws. The design of the vessel set the pattern for the traditional image of the luxury liners epitomised by the White Star Line and Cunard fleets well into the second half of the 20th century.

The ship made 255 Atlantic crossings before she was finally sold on 15th October 1914 to a breakers yard in Liverpool and if it had not been for the outbreak of the Great War the Campania would have almost certainly have been scrapped. Instead, Campania was bought by the Admiralty and converted into a seaplane carrier and armed merchant cruiser. After conversion at Cammell Lairds, Birkenhead, she was commissioned in February 1915. The Admiralty had already converted three requisitioned ships to seaplane carriers but Campania was to be the first of the big new Fleet Air Arm carriers. A vast hold was made of the original passenger accommodation that could stow fourteen seaplanes, with their wings folded. The aircraft would be craned from the hold, their wings deployed and then lowered to the sea to take off; recovery was a reverse of this procedure.

On 30 April she left the Mersey to join the Grand Fleet in Scapa Flow, with Charles Lightoller, senior surviving officer of the Titanic, as her First Lieutenant. During manoeuvres with the Grand Fleet several shortcomings were noted and Campania returned to Cammell Laird's to have a forward flightdeck fitted to allow aircraft to be flown into a head wind directly off the ship. On 5th May 1915 at Scapa Flow, with the ship under way into a Force 4 wind, a Lieutenant Breeze successfully flew a Sopwith Schneider seaplane, fitted with wheels, off the deck of Campania. This historic event inaugurated the advent of the modern aircraft carrier, though at the time deck landings were problematic and the seaplane would make a traditional water landing.

Further trials proved the flightdeck to be too short and Campania underwent a third refit. This time her after deck was cleared to carry an Observation balloon and to allow the longer flightdeck the forward funnel was replaced by two smaller funnels athwartships, this gave Campania her final unique and distinctive appearance. She returned to Scapa Flow and sailed with the Grand Fleet to provide spotting aircraft for the battle of Jutland. Fortunately for Campania her tired engines could not produce the 27 knots required to stay with the fleet and she was ordered to turn about, had this not happened she would almost certainly have become a casualty of the engagement.

The rest of Campania's war service was spent at Scapa Flow. However six days before the Armistice she was anchored off Burntisland with several other warships in the Firth of Forth. In the early hours of 5th November, during a gale, an anchor chain broke and she began to drag. Out of control Campania collided with other nearby warships. The bow of HMS Revenge punched a hole in the port side of the Campania and she began to settle by the stern. All her crew safely abandoned ship but at 0835 one of Campania's boilers exploded and she sank.

Campania was thus an integral part of the relatively short period in the evolution of Royal Naval shipborne air operations, changing from a simple seaplane carrier to an aircraft carrier with a flight deck capable of launching planes while underway. She is a unique survivor, being both a 'Blue Riband' winning Atlantic liner from the late nineteenth century; and a representative of the rapid international race in development of passenger liner technology in the 19th century. She is also the only aircraft carrier from the Great War not to have been totally destroyed and so is the only survivor of the early development of aircraft carriers.

Campania's development thus bridges the gap between HMS Pegasus, the RN's initial seaplane carrier and HMS Argus the first vessel fitted with a full length flight deck and aircraft lift that was the forerunner of the true purpose-built aircraft carrier that still serves with modern navies. She was the first ship to be modified to have a permanent flight deck and was the first to have an aircraft take off from such a deck. Although aircraft had previously been launched from temporary flight decks on other vessels these were structures fitted retrospectively to enable warships to launch one or two aircraft for spotting purposes. A considerable volume of contemporary documentation relating to this vessel survives and she is well represented in histories of the North Atlantic liners.

The wreck sat with masts showing above water for the next five years until it was declared a serious navigational hazard and the Admiralty contracted a salvage company from Sunderland to deal with the obstruction. Large charges were placed on the decks and by 1921 the wreck had been substantially demolished to a safe clearance depth. Further to this destruction it is reported that salvage of valuable metals took place on the wreck possibly during the late 1940s and the 1960s. The wreck was acquired by a businessman who is a keen member of the Rolls Royce Owners Club because of the references to RR armoured cars being aboard when it sank.

Diving by the ADU (1993 and 1999) and side scan sonar survey (1999) has demonstrated that the wreck remains in one piece, rather than being broken into two as is often stated. A further series of sonar images was obtained in August 2000.

Campania is a substantial seabed feature 200m long, 20m wide and standing 12m above the seabed. This is despite having been severely damaged by earlier demolition and salvage operations. Although sections of the starboard side were seen to be standing upright, in places the internal decks have collapsed. This impressive wreck is so large that only a fraction of the site was investigated by diving. The starboard side stands almost vertical towards the bow but is distorted and discontinuous, possibly as a result of explosive demolition, although distinctive features such as strakes and portholes were recognisable. The internal decks appear to have collapsed in places and this has caused parts of the starboard side to be left standing in isolation. The section of the interior of the wreck that was explored was a confused jumble of ship structure and fittings, including several loose non-ferrous items. It has not been a popular site for recreational divers in the past because underwater conditions are generally poor in the area.

Information from Mr M Dean (Director, Archaeological Diving Unit), November 2000.

Designated Historic Wreck: controlled area defined as within 150m of N56 02.408 W3 13.412.

Information from Historic Scotland, Designation Order made 7 November 2001.

NMRS, MS/829/39.

Plans (but not photographs) of this vessel are held in the National Maritime Museum, Greenwich.

Information from Ms G Fabri (NMM), 7 November 2003.

Wessex Archaeology was commissioned by Historic Scotland to undertake a geophysical survey of the Designated Site of the HMS Campania: a designated wreck site located within the Firth of Forth, Scotland. The work was undertaken as part of the contract for Archaeological Services in Relation to the Protection of Wrecks Act (1973).

Wessex Archaeology survey operations took place between 2nd and 6th August 2004. All surveying took place off the survey vessel owned and operated by St Andrews University. Navigation data were recorded in WGS 84. This is Crown Copyright © Data collected and processed by Wessex Archaeology.

A Klein 3000 digital sidescan sonar system was used for the survey. This sidescan sonar system collects data at both 100 kHz and 500 kHz simultaneously and the 500 kHz data was processed to enable the identification of anomalies. Survey lines were run at 45-metre spacing throughout the survey area with a range setting of 50 metres. This ensured data coverage of greater than 200%. The data was collected digitally on a workstation using Klein SonarPro software, which stored the data in a suitable format for post-processing.

A Geoacoustics pinger source was used for the sub-bottom profile. Two orthogonal lines of sub-bottom data were collected over the site with the aim of characterising the sub-surface geological setting of the wreck site.

The sidescan sonar survey produced several detailed images of the wreck and a mosaic of the surrounding seabed.

The area around this wreck was examined by Wessex Archaeology between the 2nd and 6th August 2004 under a contract for a Designated Site Assessment issued by Historic Scotland in relation to the Protection of Wrecks Act (1973). Geophysical survey was carried out using sidescan sonar; recorded anomalies were not verified by divers.

The following positions were noted:

Statutory Instrument Position (SI 384): N56 2.408 W3 13.412 [NT 2377 8369] (OSGB-36)

Site Position 2004 (approx. 50m from the bow of the vessel): N56 2.404 W3 13.497 [NT 2369 8369] (OSGB-36)

The seabed around the wreck shelves from 25m (to the S) to 20m (to the N) in depth. The bottom is muddy and mainly flat, with large areas of sand to the N of the wreck. Tidal action has generated a scour-mark (about 80m broad and at least 400m long) extending to the SW of the wreck.

This wreck presents unusual problems by virtue of its size and complexity. It is essentially still intact, and measures about 190m from NE-SW by 20m transversely. It has settled onto the seabed largely intact, and maintains much of its structure. The complex nature of the remains results from both the nature of the design of the vessel and the effects of blasting (for partial navigational clearance) in 1921. Recognisable features include part of the flight deck (of lobate form), some of the cranes (mounted down each side), and the mainmast (toppled onto the seabed). The shallowest depth recorded by single-beam echosounder was 11.9m; the charted minimum clearance depth of 12.6m is preferred.

Numerous other anomalies were noted around the wreck, both within and beyond the Designated area.

(Detailed recommendations are made, the history of the ship is summarised, and recorded anomalies are tabulated. Illustrations include location plan, selected sidescan sonar imagery and archive photographs).

MS/2785.

Information also reported in Oasis (wessexar1-97928) 26 March 2013

The sonar imagery obtained by Wessex Archaeology in August 2004 contradicts the prior suggestion (recorded by UKHO) that the wreck lies in two portions. The bow apparently lies to the NE.

The further anomalies noted may reflect the establishment of a degaussing range or be general anchorage debris associated with the use of the area as Burntisland Roads.

Information from RCAHMS (RJCM), 19 March 2007.

MS/2785 (fig. 2).

Information relating to this wreck is held in the National Archives of Scotland, Edinburgh, under reference BR/NBR/8/1485 ('General Manager's Files: Removal of wreck of SS "Campania" off Burntisland').

Information from National Archives of Scotland, per Mr D Easton (RCAHMS), 28 March 2007.

Whittaker ID : 1330

Name : HMS CAMPANIA

Latitude : 560219

Longitude : 31325

Date Built : 1893

Registration : LONDON

Type : A/C CARRIER

Tonnage : 18000

Tonnage Code : D

Length : 187

Beam : 20

Draught : 11m

Position : Exact Position

Loss Day : 5

Loss Month : 11

Loss Year : 1918

Comment : Part only. Collison and sunk off Burntisland [Rebuilt:1915]

UKHO Identifier : 002825

Feature Class : Wreck

Wreck Category : Dangerous wreck

State : LIVE

Status : Historic

Classification : Unclassified

Position (Lat/long) : 56.04010,-3.22518

Horizontal Datum : ETRS 1989

WGS84 Position (Lat/long) : 56.04010,-3.22518

WGS84 Origin : Original

Previous Position : 56.04027,-3.22317

Position Method : Differential Global Positioning System

Position Quality : Surveyed

Position Accuracy : 3.0

Depth : 15.5

Depth Method : Found by multi-beam

Depth Quality : Least depth known

Water Depth : 25

Water Level Effect : Always under water/submerged

Vertical Datum : Mean Low Water Springs

Name : HMS CAMPANIA

Type : AIRCRAFT CARRIER

Flag : BRITISH

Length : 189.6

Beam : 19.8

Sonar Length : 183.0

Sonar Width : 23.9

Shadow Height : 9.5

Orientation : 60.0

Tonnage : 18000

Tonnage Type : Displacement

Date Sunk : 05/11/1918

Bottom Texture : Mud

Sonar Signal Strength : Strong

Scour Depth : 3.0

Scour Length : 200.0

Scour Orientation : 70.0

The following Historic Marine Protected Area (HMPA) designations will come into force on 1 November 2013. On the same day Section 1 of the Protection of Wrecks Act (1973) will be repealed and the statutory instrument for each designation under the 1973 Act will be revoked – see

Marine (Scotland) Act 2010 (Commencement No.3 and Consequential Provisions Order 2013

http://www.legislation.gov.uk/ssi/2013/276/contents/made

(1) The Duart Point Wreck (NM73NW 8005) is to be designated as the Duart Point HMPA

(2) The Dartmouth (NM74SW 8002) is to be designated as the Dartmouth HMPA

(3) The Mingary Castle Wreck (NM56SW 8001) is to be designated as the Mingary HMPA

(4) HMS Campania (NT28SW 8001) is to be designated as the Campania HMPA

(5) The Kinlochbervie Wreck (NC15SE 8001) is to be designated as the Kinlochbervie HMPA

(6) The Wrangels Palais (HU77SW 8001) and Kennemerland (HU67SE 8001) will be designated as the Out Skerries HMPA (ie two polygons making up one designation).

Also on 1 November 2013, the urgent designation of the Drumbeg wreck (NC13SW 8007) on 18 March 2013 for a period of two years under the provisions of Section 77 of the Marine (Scotland) Act 2010 is to be revoked and replaced by a permanent HMPA designation order.

As it will not progress to Historic MPA status, statutory protection for the site of the Blessing of Burntisland (NT28SW 8008) is to be revoked altogether on 1 November 2013 by virtue of

The Marine (Scotland) Act 2010 (Commencement No. 3 and Consequential Provisions) Order 2013

http://www.legislation.gov.uk/ssi/2013/276/contents/made

Entered by RCAHMS (GF Geddes) 29 October 2013

Information from Historic Scotland (P Robertson) 15 October 2013

NT28SW 8001 2377 8369

N56 2.408 W3 13.412

NLO: Burntisland [name: NT 235 858].

See also NT28SW 8002 at cited location NT 2377 8353 (N56 2.3167 W3 13.4167).

Location formerly cited as NT 2377 8352 [N56 2.3167 W3 13.4167].

[Undated] Information from RCAHMS