The hand axes, described by Phil Harding as ‘massively important’, date back tens of thousands of years. They were used by Stone Age hunters at a time in the Ice Age when water was locked up in the ice caps and the North Sea was dry land. The axes were found in gravel that was dredged from the seabed near Yarmouth but landed in Holland.

Their discovery gives decisive proof for a submerged landscape that experts thought had been destroyed. It was thought that rising sea levels had swept away all traces of this Ice Age world. The discovery of the hand axes, announced earlier this year, surprised the experts and caught the public imagination around the world.

The international collaboration that ensured the axes were reported was acknowledged by the judges who awarded the prize jointly to Jan Meeulmeister, the amateur archaeologist and fossil hunter who identified the finds; the British Marine Aggregates Producers Association who run the scheme for reporting archaeological remains found in dredging for sand and gravel at sea; and Hanson Marine Aggregates Ltd who promptly stopped dredging in the area the finds came from. The judges also praised the collaboration between the Dutch and English government archaeology services.

Awarding the prize Alison Taylor said ‘The find was reported across the world on TV, radio and in newspapers, while the thousands of online hits demonstrate that this find really engaged with the public’s fascination with archaeology. Overall this was, and continues to be, an excellent archaeological project.’

Dr Antony Firth of Wessex Archaeology who run the reporting scheme for the British Marine Aggregates Association and who nominated the find commented ‘This award is thoroughly deserved. It recognises the vision of the industry in introducing and supporting this voluntary scheme. Having the scheme in place meant that the significance of the hand axes was recognised and action was taken internationally and promptly. As a result a find of crucial importance was saved.’

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The aim of this course is to provide participants with an overview of marine development-led archaeology and the range of solutions that can be applied to investigating possible impacts.

Staff from WA Coastal and Marine are contributing many of the course components, and discussion will be led by English Heritage and ALGAO.

Follow link to find details of the course, or download the course leaflet: marine-development-led-leaflet-new-jl-v

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Documentary evidence suggests that this is the wreck of a wooden steamship, built no later than 1862. The results from Wessex Archaeology’s geophysical and dive surveys have narrowed the identification of the vessel and suggest that it is either the Lioness or the Florence: both steamships with single boilers. The wreck of the vessel includes a scotch boiler, a four-bladed iron propeller, and a dish reportedly found on the site marked with, “made exclusively for the United States Line”. This artefact is likely to be intrusive to the site since none of the 53 ships of the United States Lines were of composite or wooden construction, or sank off the English coast.

The wreck is located 634m NE of the Nab Tower in the deep draught vessel approach to the Nab Channel; the main shipping lane to Portsmouth and Southampton. It lies in 13.6m deep water (CD) on a sandy seabed.

In August 2002 Wessex Archaeology carried out a geophysical survey of the site, using sidescan sonar and magnetometer. Two brief assessment dives were also undertaken that month, detailing the condition of the wreck site and the visible components of the wreck.

In June 2003, further geophysical surveys were conducted using multibeam sonar, sub-bottom profiler and magnetometer. No dive survey was completed that year due to the site’s location in the shipping channel, Wessex Archaeology being advised not to dive by Southampton VTS (Vessel Traffic Services).

View the Wessex Archaeology web page for more about this wreck site.

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The Princes Channel Wreck is a medium-sized armed merchant ship found in the Thames in 2003. We carried out a series of investigations that resulted in the recovery of the surviving hull structure and a range of artefacts in 2004.

A pdf of the published article is available for download.

You can also download our Phase III report, which was prepared following recovery of the hull structure.

The main Wessex Archaeology website has more details of our investigation of the Princes Channel Wreck.

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The remains of an unidentified wreck broken in two parts and lying on the port side.

The dimensions of the wreck and surrounding debris scatter measures 76m x 16m. The shipwreck is lying in 27m of water and is located to the SW of Littlehampton, West Sussex.

In August 2002 the site was surveyed with sidescan sonar and magnetometer. The strength of the magnetometer results suggested that the vessel was constructed from wood but with ferrous components associated with it, such as ship fittings or cargo. The site was not dived due to adverse weather conditions.

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The programmes examine a series of wrecks within the main navigation channels looked after by the Port of London Authority (PLA). The port is very busy, with major plans for expansion that include new dredging in existing channels.

Since 2003, Wessex Archaeology’s Coastal and Marine section has been advising the PLA on how best to safeguard the archaeological and historical interest in wrecks that lie in these channels. We have carried out an extensive range of investigations, including desk-based research, marine geophysical surveys, and archaeological diving. Each programme of work has been agreed with English Heritage and includes provision for reporting, handling of recovered material, and publication. Further archaeological work is being planned to accompany future wreck clearance and dredging.

Here on Splash, Wessex Archaeology’s Coastal and Marine website, you can find out more about our shipwreck investigations.

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This wreck is situated 7.18nm ESE of Selsey Bill in the Outer Owers, at a general depth of 19.7m (CD). The dimensions are 14m in length and 6m in breadth.

In August 2002 a geophysical survey of the wreck was completed by Wessex Archaeology, using sidescan sonar and magnetometer. The site was not dived during this year’s fieldwork due to poor weather conditions.

In June 2003, the site was re-surveyed using multibeam sonar, sub-bottom profiler and magnetometer. The site was only dived once, again due to adverse weather conditions. However, the dive results confirmed that the magnetic anomaly returned by the geophysics survey corresponded with the large cargo of iron pipes.

Finally, in the summer of 2005, a ROV (remotely operated vehicle) was used to obtain live recordings of the wreck site that would go towards the site archive. Examples of the video footage together with underwater photos, a site plan and more information about the Bottle Wreck (including its construction, fittings and cargo) can all be viewed here.

For further information about some of the objects retrieved from this site over the years, visit the Littlehampton museum webpage.

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The site is situated due south of Worthing, East Sussex and lies at a depth of 23m. The dimensions of the wreck are 42.1m long, 17.5m wide and it stands 4.4m proud of the seabed.

In August 2002, Wessex Archaeology surveyed the wreck site using sidescan sonar and magnetometer. A month later the site was dived confirming the elements of the wreck that remain, together with a description of their current state of preservation.

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The site is situated 7.5nm SSE of Littlehampton, West Sussex between the Outer Owers and Kingmere Rocks. It lies in 10.7m (CD) of water on a sandy/gravelly seabed. The dimensions of the wreck are 66m in length and 7-10m in width.

In 2002 the site was geophysically surveyed by Wessex Archaeology, using sidescan sonar and magnetometer. The sidescan image shows the vessel upright on the seabed and largely unburied, and the magnetometer results indicate a large metal anomaly associated with the wreck; presumably a combination of the iron ore cargo and metal hull. Technical problems meant that no diving survey of the wreck was completed that year.

In 2003, the area was re-surveyed using multibeam, sub-bottom profiler and magnetometer, confirming the results collected from 2002.

Most recently, in the summer of 2005, WA used a ROV (remotely operated vehicle) to survey the site, and obtain a video archive of the wreck site. Examples of the video footage together with underwater photos, a site plan and more information about the Concha (including its construction, fittings, machinery, cargo and artefacts) can all be viewed here.

A list of the Concha’s vessel specifications from Lloyds Register can be viewed here.

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This site is thought to be the remains of a World War II B-24 Liberator bomber.

It is located close to the Sussex coast, near Eastbourne.

In August 2002, Wessex Archaeology surveyed the site using sidescan sonar, although the results produced were not consistent with the wreck of a plane.

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This wreck is the remains of the Umba, an early 20th century merchant vessel that was torpedoed by a German submarine in 1918. The wreck is also commonly known as the “Gun Wreck” after a Russian 6 pounder gun was found mounted on the poop.

The site is located 5.5nm south of Hastings, just to the east of Hastings Shingle Bank. It is lying at a general depth of 22m (CD).

In 2002 the wreck was surveyed using sidescan sonar and magnetometer. The geophysics results confirmed that the vessel was built of either steel or iron, and although largely buried, its dimensions are 96m x 13m. Sidescan images show the wreck is lying on an even keel and standing about 4.5 metres high. The site was not dived during this year’s fieldwork due to hazardous dive conditions.

In the summer of 2005, the site was surveyed using a ROV (remotely operated vehicle). Most of the original wooden decking still remains on the poop, showing how well preserved the wreck is. Examples of the ROV video footage together with underwater photos, a site plan and more information about the Umba (including its construction, vessel type, fittings and machinery) can all be viewed here.

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The site is part of the side of an unknown vessel, with frames, ceiling and outer planking, possible knees and a fragment of decking, together with other miscellaneous features. It appears that a substantial section of the top timbers, including circular ports and railings, survives in very good condition.

The site was designated as a protected historic wreck site in 2004. English Heritage now administers the wreck and Bournemouth University are actively investigating the site.

Wessex Archaeology’s Diving Investigations

Following the site’s discovery it was subject to an initial diving assessment on behalf of Poole Harbour Commissioners. Subsequently Wessex Archaeology was asked by English Heritage to investigate the wreck as part of our work under the Protection of Wrecks Act (1973) in 2005.

The divers produced a photographic survey of the exposed site, prepared a georeferenced plan of the main exposed archaeological features, and made detailed measurements of the features on the site. Wessex Archaeology was then commissioned to carry out sandbagging of the areas of the wreck deemed under threat and to remove various vulnerable finds from the existing channel slope, in advance of dredging. An ambiguous dendrochronological date was obtained, following the sampling of two pieces of wood from within the ship’s structure, which indicated that the timber had been felled in or after 1585 and that the tree grew in Germany or Holland.

From the study of the structure it is thought that the vessel may be longer than 40 metres in length, the large size of the guns supports this view. Pottery from the site implies a date later than 1630 while the limited number of guns suggests it may have been a merchant ship.

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In August 2002, Wessex Archaeology carried out a sidescan sonar and magnetometer survey of this unnamed site, south of Hastings, East Sussex. The site was located using data obtained from the UKHO. There was no dive survey due to adverse weather conditions.

The wreck has a significant magnetic signature, suggesting it is constructed from a ferrous material.

Sidescan data shows it to be 75m long and 15m wide, standing 4.8m proud of the seabed. Two masts are evident protruding from the wreck, about 25m in length.

No further work has been carried out to identify the site.

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This is the wreck of the Devon Coast, an early 20th century three-masted steamer that sank in 1908 after a collision with another steamer, Jeanie. Locally the site is known as the “Stone Boat” due to the cargo of cement it was transporting. However it has now been identified as the Devon Coast after a diver discovered a builders plate that was inscribed with ‘Harkess and Sons Ltd No. 163′.

The wreck lies in 16m of water (CD) south of Cuckmere Haven in East Sussex. It consists of two separate sections; the full extents of which measure 80m x 18m. A large mound between the two sections is thought to be the remains of the cement cargo. A mast measuring 4.8m still protrudes vertically from the wreck.

In August and October 2002 Wessex Archaeology completed a sidescan sonar survey and two dive surveys in order to test the methodology of rapid survey and assessment, and obtain details about the Devon Coast’s construction and appearance.

In June the following year, WA returned to the site and completed further surveys, including multibeam, sub-bottom profiler and magnetometer. The main aim was to confirm the identification of the vessel as that of the Devon Coast and to complete a reconstruction of the vessel, since no plans survive. The magnetometer results indicated the site is one large metal anomaly; presumably from the metal hull. The multibeam data provided much more evidence of the surviving structural elements of the vessel including the engine, boiler and frames. Diving fieldwork was carried out in August 2003 and comprised cleaning the site, removing anchor tackle, and identifying and recording the wreck remains.

Underwater photos can be viewed by clicking the red spots on the multibeam image here, together with a link to further information about the vessel’s specifications.

Although the dive results showed there was no noticeable change of the condition of the wreck, this site is much more vulnerable to seabed processes due to its close proximity to the shoreline. It is also greatly affected by fishing trawlers - as evidenced by tackle and gear found entwined around the structural elements of the wreck during the diving surveys.

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From the available evidence, the “Portland Stone Wreck” was a carvel built, single masted sailing vessel with a fairly flat bottom, approximately 15-16m long and 5.5m wide. The wreck lies in 7.7m of water (CD), east of Selsey Bill in an area called “The Park”.

In August 2002 Wessex Archaeology surveyed the site using a number of geophysical methods, including sidescan sonar, magnetometer and multibeam sonar. Several dive assessments were also carried out on the site, recording the visible remains of the wreck and noting their condition.

In June 2003, the site was revisited for further geophysical surveying, which included multibeam sonar, sub-bottom profiler and magnetometer. There was also ten dives to the site during the fieldwork, and involved completing a plan of the wreck site using offset and triangulation measurements, sketches and dimensions of vessel features together with underwater photography and video footage (which can be viewed by clicking the red spots on the multibeam image here).

Comparison of the geophysical and dive data from both years showed that the site was not deteriorating markedly and that no major changes were evident.

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As well as a large mound of marble blocks, the site is made up of 26 iron guns, including 25 muzzle loading guns of various sizes and a probable breech loading iron swivel gun.

The site was designated as a protected historic wreck site in 1979. Cadw now administers the wreck and the site licensee, monitors the site.

Wessex Archaeology’s Diving Investigations

Wessex Archaeology was asked by Cadw to investigate the wreck as a “designated site assessment” as part of our work under the Protection of Wrecks Act (1973) in 2004.

Wessex Archaeology divers made a detailed photographic survey of the wreck site, prepared a georeferenced plan of the main exposed archaeological features of the site and made detailed measurements of the features on the site.

Wessex Archaeology obtained a large amount of photographic data of the wreck site and produced a georeferenced site plan that can now be used to monitor the condition of the site.

Based on existing knowledge of the wreck site, the exact circumstances of its loss cannot be established with any confidence based on the present remains. The vessel certainly ran aground in the bay, but it is not clear whether this was an accident caused by the crews’ unfamiliarity with this coastline or done deliberately to prevent an already damaged vessel sinking in deeper open water.

A copy of the full report of Wessex Archaeology’s investigations can be downloaded as a .pdf below.

Tal-Y-Bont, Designated Site Assessment, Full report

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The wreck is situated SE of Hastings, East Sussex and lies at a depth of 16m. The dimensions of the vessel are 85 metres in length and 15 metres in width.

In August 2002 the wreck site was surveyed using sidescan sonar and magnetometer. The magnetometer data indicates that the vessel was made of a ferrous metal. When the site was dived a month later, it became apparent that the vessel had been disturbed after it sank. The UKHO (United Kingdom Hydrographic Office) report for the wreck site noted that the vessel had been swept and dispersed in 1956, confirming the dive results.

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We are please to announce that this project report is now available online. To download a copy please click here.

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It lies in 16m of water, 2.4nm SSW of Newhaven, East Sussex.

As an aircraft lost in military service, the site is protected under the Protection of Military Remains Act 1986. Reports from a dive investigation in 1975 indicate that the tail section and wings were visible on the site and therefore it is assumed that the plane was ditched and sank intact, rather than crashed. The Royal Navy removed the wings later that year after a diver died on the site; a tragedy believed to have been caused by the hazardous nature of the site.

In 2002 a geophysical and diving assessment of the site was completed by Wessex Archaeology to confirm the aircraft type and establish the remaining extent of the site. The geophysical information consisted of sidescan sonar and magnetometer data. The site was dived twice, in September 2002, to ground truth the sidescan anomalies. This survey observed that only three engines and some scattered debris remained at the wreck site, most of which are largely buried.

In June 2003, the site was surveyed again using magnetometer, sub-bottom profiler and multibeam sonar. Later that year, further diving fieldwork was carried out on the site which mainly comprised visual recording (photographs, video, site plan, feature dimensions) and some light cleaning of one of the engines. Underwater photos and video can be viewed by clicking the red spots on the multibeam image here.

A comparison of the survey results concluded that the site had not changed greatly over the year and was therefore in a generally stable condition.

Further information about B-17 bombers can be found here.

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The wreck site is situated 5.56nm SE of Beachy Head in East Sussex, just south of the Royal Sovereign Shoals, in 15.2m of water (CD). The dimensions of the wreck are approximately 65m x 12m.

In August 2002 Wessex Archaeology surveyed the site using sidescan sonar and magnetometer. The sidescan data showed that the wreck was lying on an even keel and was largely buried. The amidship section of the vessel was broken up, which may be due to a salvage operation. The site was not dived during the 2002 fieldwork season due to adverse weather conditions.

In June 2003 WA carried out further geophysical investigation of the site using multibeam sonar, and this corresponded with the previous year’s results. No dive survey was carried out in 2003 due to time constraints and adverse weather.

Click here to view geophysical images from both years’ fieldwork, together with more information about the Talis and a link to find out the vessel specifications.

In the summer of 2005, the site was subject to both ROV (remotely operated vehicle) and diver survey. Examples of the video footage together with underwater photos, a site plan and information regarding the construction, vessel type, fittings and machinery of the Talis can all be viewed here.

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Wessex Archaeology has just processed and interpreted sidescan and multibeam data from the wreck of the troopship Mendi, which sank with the loss of 649 lives after a collision off the Isle of Wight on 21 February 1917. The project was jointly funded by the South African Heritage Resources Agency (SAHRA) and English Heritage.

Geophysical Survey of the Mendi

During the summer of 2007 a Regional Environmental Characterisation (REC) survey was conducted along the south coast of the United Kingdom as part of the Department of the Environment, Food and Rural Affairs’ (DEFRA) Marine Environment Protection Fund (MEPF) programme of regional seabed mapping.

One of the planned survey lines was to pass within a mile or two of the Mendi, and at the request of Wessex Archaeology and English Heritage the REC Steering Group agreed to an adjustment of the line to allow the collection of data over the site of the wreck.

What the Data Shows

The geophysical data shows the wreck oriented approximately east to west - with the bow in the west and the stern in the east. The hull appears fairly coherent, but with a chaotic internal structure and some outlying debris. Most of the collapsed wreckage from the superstructure seems to be concentrated within the hull. This confirms diver descriptions which indicate that with the exception of the bow and stern, the wreck has collapsed in many areas. Within the general collapse, the bow and stern remain relatively intact, as does the amidships section where the boilers and engine are clearly visible in the data.

The bow appears to have broken away from the rest of the wreck and a large amount of scattered debris is present in this area. This may be the mark of the fatal damage suffered when the Mendi was rammed by the Darro. The break is in the area where survivors’ accounts describe the bow of the Darro cutting deeply into the Mendi’s hull - to within a couple of feet of her midline.

What the geophysical data also appears to show is that when compared to diver reports about the condition of the wreck, the bow and stern have seen a marked deterioration in last 3-5 years, and this may be indicative of a more general, rapid degradation of the wreck as a whole.

Previous Work

The geophysical assessment builds on previous work conducted by Wessex Archaeology in 2007. To coincide with the 90^th anniversary year of the sinking of the Mendi, funding was provided by English Heritage to undertake a desk-based appraisal of the wreck and its story.

This appraisal drew together a huge amount of information about the events surrounding the loss of the ship. It gathered, for the first time, available information about the wreck itself, and allowed us to start creating a picture of the wreck site - its layout, condition and state of preservation. Perhaps most importantly, the desk-based work showed that the wreck of the Mendi is an important physical focus for investigating a little known and largely forgotten aspect of World War I history - the story of the British and Foreign Labour Corps. Of the men who died when the Mendi sank, most were non-combatant black South African labourers, en route to France to support British operations on the Western Front.

Future Surveys

The recent geophysical assessment has identified a range of target areas for investigation during a Remotely Operated Vehicle (ROV) survey that Wessex Archaeology hopes to carry out on the wreck in the near future.

We would like to gather better evidence of the condition and relative stability of the wreck, the possible impacts of human intervention on the site since its discovery, and the information relevant to its future survival. We’re also interested in a non-intrusive investigation of the artefacts that survive on the wreck which speak for the presence of more than 800 South African servicemen on the Mendi when she sank.

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To help let aggregate companies know where prehistoric remains might be found, and to target new surveys, Wessex Archaeology has been looking again at old records of artefacts found at sea and on the coast.

Often, little of the information about such discoveries was recorded at the time because people were not so interested in marine archaeology. Today, this information can be very valuable, once it has been tidied up in a way that can be easily accessed through computerised records.

Wessex Archaeology’s ALSF project Artefacts from the Sea concentrated on making information about old discoveries more easily available through the National Monuments Record (the NMR, maintained by English Heritage) and through Historic Environment Records (HERs, maintained by local authorities).

Our project looked at two areas: the Yorkshire coast between the Humber and the Tees, and the Solent in southern England. Records of hundreds of discoveries were added or improved in each area.

As well as re-examining finds made at the coast, the project also catalogued a very important collection of prehistoric finds held by fisherman Michael White. Almost 300 finds from 59 different places in the Solent were catalogued, ranging from the Lower Palaeolithic to the Bronze Age.

The Artefacts from the Sea project successfully demonstrated the value of re-examining previous discoveries as a cost-effective way of improving our knowledge of the likely presence of prehistoric material offshore.

Our new pages detailing the methods and results of the project can be found here.

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The reports set out details of marine geophysical, geoarchaeological and palaeo-environmental studies.

There are eight volumes covering five study areas, plus an Introduction and Results and Conclusions.

Further details of the Seabed Prehistory project can be found here.

To see the online reports, click on the links below:

Seabed Prehistory: Gauging the Effects of Marine Aggregate Dredging

Volume I: Introduction (Ref: 57422.31, February 2008)

Volume II: Arun (text and graphics) (Ref: 57422.32, February 2008)

Volume III: Arun Additional Grabbing (Ref: 57422.33, February 2008)

Volume IV: Great Yarmouth (Ref: 57422.34, February 2008)

Volume V: Eastern English Channel (Ref: 57422.35, February 2008)

Volume VI: Humber (Ref: 57422.36, February 2008)

Volume VII: Happisburgh and Pakefield Exposures (Ref: 57422.37, February 2008)

Volume VIII: Results and Conclusions (Ref: 57422.38, February 2008)

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It is quite rare for all WA Coastal & Marine staff to be in one place at one time, so we took a recent opportunity to get a photograph of us all together outside our offices near Salisbury.
From left to right: Cristina, Antony, Jack, Kevin, Niall, Euan, Paul, Gemma, Steph, Dee, Matt, Stuart, John, Graham, Andrea, Moura, Vicki, Louise, Steve (hiding), Dan and Nic.

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The EPPIC scheme has been established since 2003, and after a succesful application and interview, I was selected for one of the six placements organised for this year. I’m delighted to have the opportunity of joining the C&M department and look forward to working with everyone and being involved in the various projects through the year!

More information about the EPPIC scheme and the placements from this year and previous years can be found here.

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The find was made by a Dutch amateur archaeologist who regularly searches for mammoth bones and fossils in marine sand and gravel delivered by Hanson Aggregates Marine Ltd to a wharf at Flushing, near Antwerp.

For full story, click here.

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The paper - Working alongside the Historic Environment: an aggregate dredging industry perspective - has been published digitially and can be downloaded here (2.09Mb):
CEDA24: Russell and Firth 2007

CEDA - the Central Dredging Association - is the professional society for those involved in activities related to dredging and who live or work in Europe, Africa or the Middle-East. Its ‘Dredging Days’ conference in 2007 focussed on environmental aspects of dredging.

The BMAPA / WA presentation set out the benefits to industry and to archaeology of taking a pro-active approach to the historic environment.

More information about BMAPA can be found here.

Details of WA’s work with the marine aggregates industry can be found here.

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In this, the second podcast relating to the Aircraft Crash Sites at Sea project the author of the report, Graham Scott, discusses the importance of these sites and some case studies of actual UK marine crash sites and what these tell us about the types of sites are on the seabed and their importance for aviation archaeology and management of aggregate dredging licences.

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In this podcast you will hear the Project Manager, Euan McNeill, discussing the origins of the project, through material found by aggregate dredging and reported through the English Heritage and British Marine Aggregate Producers Association Protocol for Reporting Finds of Archaeological Interest.

Euan discusses the origin of the protocol and the ongoing Implementation Service which is operated by Wessex Archaeology and administers the scheme. He also discusses the role the aggregate industry is playing in bringing to light archaeological finds, and pieces of aircraft in particular, and what impact this has on aggregate dredging.

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Through school visits, presentations to community groups, appearances at events and a new website, Time Travelling by Water will show that there’s far more to underwater archaeology than shipwrecks!

Over the next six months, newly appointed Education Officer Gemma White will be gathering resources, writing lesson plans and dusting off the finds ready for the active phase of the project to begin in July.

Initially the project is being launched in the South-West and covers the counties of Wiltshire, Somerset, Gloucestershire and Dorset.

For further information, or to book a free workshop for your school or community group, please email Gemma White at g.white@wessexarch.co.uk or phone on 01722 326 867.

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The principle aim of the contract is to supply advice to English Heritage, Historic Scotland, Cadw, and the Environment and Heritage Service Northern Ireland to enable them to advise their respective Secretary of State, Scottish, Welsh or Northern Ireland Ministers, as appropriate, about issues of designation and licensing under the PWA 1973.

We are really pleased to have been re-appointed, and we’re looking forward to working with the heritage agencies, licensee teams and other stakeholders over the next three years.

More information about designated sites can be found here. News of WA investigations on wreck sites can be found on our shipwrecks page.

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