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APPX 5 TO
ANNEX F TO
HQ BFC SO
PART 1 CH 5 SUB SECT 3
RULES FOR DIVING ON THE ZENOBIA WRECK LOCATED IN LARNACA BAY
References:
A. Joint Services Sub Aqua Diving Regulations (JSSADR).
B. The British Sub Aqua Club (BSAC) Safe Diving Practices (SDP).
C. BSAC Divers Code of Conduct (DCC).
INTRODUCTION
1. All sub aqua diving on the Zenobia wreck will be conducted in accordance with References A, B and C. (Copies of these are at Enclosures 1, 2 & 3 respectively).
2. In addition to References A - C the following rules apply.
GENERAL
3. The Zenobia is a 10,000-ton roll on roll off car ferry that capsized and sunk in Larnaca Bay at 0330hrs on 07 Jun 80. On board was a cargo of 104 fully laden articulated Lorries and to date no salvage operations have been carried out. These are located on 3 decks, the upper & middle lorry decks and a sealed lower cargo area, known as the lower lorry deck. The wreck is almost 2 football pitches long (172.02 metres) and has a beam of 23.4 metres. It is lying on its port side between 17 and 43 metres and is approximately 1 mile from the shore. With its easy access and its ability to facilitate all diving grades, the Zenobia is considered as one of the world’s best wrecks. As a result the wreck is an extremely popular dive site for service diving clubs and visiting expeditions.
4. The relatively mild conditions, clear visibility, and ease of access have resulted in poor planning and diving discipline due to inexperience, eagerness and over confidence, consequently incidents sometimes occur. This has been exacerbated in the past by the ignorance of local conditions and the relatively short periods of time available to visiting expeditions to train and prepare divers for such activities. Diving practices on the wreck that give the greatest concerns are:
a. Wreck Penetration. Various internal areas of the wreck are easily accessible but position divers at a considerable distance from a clear surface. The situation is often complicated by other factors such as total darkness, ignorance of the ships layout and the gradual deterioration of the wreck (such as shifting cargo, falling debris and insecure hatches & doors).
(1) Bridge and Restaurant Areas. These are situated in the superstructure towards the bow. There are numerous entry and exit points and (provided the normal principles of buddy diving are applied) should need little extra planning for penetration. Supervisors should note the following points:
(a) Some areas span the entire width of the wreck so depths in excess of 40 metres are attainable.
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(b) Passages leading in the direction of the stern from the restaurant are unsafe. The structure is unstable and attempts to penetrate are complicated by the rapid loss of visibility due to disturbed silt and micro fibres in the internal panelling.
(c) Fixtures and fittings such as tables and chairs are at 90 degrees to their intended positions causing disorientation and anxiety amongst less experienced divers. This could result in some divers exceeding their planned depths.
(2) The Upper Lorry Deck. Access is via a narrow entry point (door) at the bow and a wide aperture (spanning the width of the ship) at the open lorry deck area amidships. The area between these 2 access points is approximately 100 metres long with no clear surface inside and can be dived at a depth 25 metres. The maximum depth available inside is approximately 35 metres (although this places divers amongst the tangled wreckage of twisted lorries). The area inside is dark and torches are essential. Supervisors are to:
(a) Satisfy themselves that each diver involved has sufficient prior experience of no-clear-surface diving[1].
(b) Ensure that each diver has, on a previous dive reconnoitred without penetration both the entry and exit points.
(c) Check that all divers are equipped with a torch that is fully charged or is fitted with fresh batteries.
(d) All divers are to be briefed on the potential hazards of shifting cargo and falling debris.
(3) The Middle & Lower Lorry Decks. These are considered as specialist and hazardous penetration dives. The contents and fixtures are in a very unstable condition and entry/exit points are very tight. These decks should not be entered without having gained an extensive knowledge of the layout and the potential hazards involved. Supervisors are to ensure:
(a) Each diver is to have been guided over the route at least once by another diver capable of doing so[2].
(b) Diving pairs must be familiar with working together and have considerable experience with penetration diving.
(c) Each diver must carry at least 2 torches, one as the primary light and one as a back-up. They must both be secured to the diver and fully charged (or fitted with fresh batteries). It is strongly recommended that powerful lanterns are used.
(d) Each Diver is to carry an independent air source (comprising of a separate cylinder and regulator). This is to contain sufficient air to get the diver to the surface.[3]
(e) The entry/exit points must be illuminated within by fixed cylumes and/or strobes.
(f) A standby dive team[4] is required for:
i. All dives involving lower lorry deck.
ii. If there is to be separate entry and exit points whilst diving in the middle lorry deck.
(4) All visiting expeditions are to obtain authority from the Cyprus Joint Service Adventurous Training Centre (CJSATC) Chief Instructor (CI) Sub Aqua prior to diving in these areas.
(5) Other Internal Spaces. Whether the entry point is from outside of the wreck or from internally, i.e. from one of the lorry decks, extreme caution must be applied. A large amount of the interior fabric of the wreck is fibreboard panelling which is in an advance state of decay and is very dangerous. Collapsed panels choke passageways and silt quickly reduces the visibility to zero, making it extremely difficult to locate the exit.
(6) All divers are to be made aware of these dangers by supervisors (where applicable). No penetration of narrow spaces is to be approved unless a reeled safety line is used and firmly attached to the entry point. Supervisors are strongly advised to limit penetration to the bridge, restaurant and the upper lorry deck only.
b. EXTENDED DECOMPRESSION (ED) & REPETITIVE DEEP DIVING (RDD). ED & RDD are a cause of concern when diving on the Zenobia because only a small group will have much experience of diving such vast and interesting wrecks in visibility that is often breathtaking. Diving in these conditions can often lead to exceeded dive times and/or depths, with enforced or extended decompression stops. Such problems are the result of one or more of the following:
(1) Poor diving discipline.
(2) Inexperience.
(3) Over-eagerness.
(4) False sense of security.
5. Prior to diving on the Zenobia, a register of all crew and passengers is to be faxed (or handed in) to the Larnaca Marine Police (LMP) at Larnaca Marina (Fax number 24 665583). If this is not sent (or delivered) prior to diving, offending supervisors will be prosecuted. A copy of Zenobia register is at Enclosure 4.
6. Divers who remove or tamper with the fixtures, fittings or the contents of the wreck are likely to be prosecuted. The LMP check dive boats daily and will arrest any offenders.
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7. The wreck is used heavily by commercial operators during the tourist season (Mar-Nov) and their standard of diving and boat operation varies widely in comparison to the United Kingdom. Great care is to be taken in these circumstances and nothing should be taken for granted[5]. All personnel involved are to behave in accordance to the highest standards of the sport and the supervisor is to ensure that these are maintained at all times.
CONCLUSION
8. Several recent incidents on the Zenobia have shown that the combination of easy access, mild weather conditions and good visibility have resulted in over-confidence and a false sense of security amongst otherwise responsible and competent divers. The Zenobia is a vast and hazardous wreck that must be treated with considerable respect. The supervisor has the final responsibility of deciding whether a particular dive plan is safe and is within the group’s capabilities, experience and training. If the supervisor is unsure caution should be exercised.
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[1] All divers must be capable of planning and performing a 100 metre no clear surface dive.
[2] All entry/exit points and potential hazards are to be shown.
[3] This is to include the swim (from the furthest part of the penetration) to the exit, the ascent & the decompression - if there is no ‘hang-tank’.
[4] Standby Dive Teams must be fully briefed on the intended plan. This is to include route, duration, emergency bail-out procedures etc.
[5] Treat other users with caution and presume a low level of competence until proven otherwise.