The Exploding Ecosystem Inside Sunken Warships

A loud explosion and a cloud of dark smoke signals the end of the Mackenzie, a Canadian destroyer escort. The retired 366-foot ship ended a 34-year naval career in just under four minutes, slipping quietly below the surface. Sunk on purpose, along with two other naval vessels in the 1990s, the ships have assumed new roles on the ocean bottom as man-made reef structures. An enormous undertaking, projects like this take years of planning and preparation, all to provide a home for marine life and to stimulate diving tourism. We'll look back on the incredible sinkings of the Mackenzie, the Chaudière, and most recently, the HMCS Columbia. We'll also take a look at the ships underwater and see how they've progressed as artificial reefs. In December of 1992, September 1995, and June 1996, three remarkable events took place in the sheltered waters of Canada's Pacific coast. Three decommissioned anti-submarine destroyer escorts were sunk on purpose as part of one of the world's largest artificial reef projects. The ships were part of Canada's Navy from the beginnings of the Cold War right through to the Gulf War in the Middle East. In later years, the escorts were used as officer training vessels. They were commissioned in the late 50s and early 60s. Not a single shot was fired in anger by any of the ships, a testament to over four decades of successful Canadian peacekeeping. After almost 40 years of active duty, the warships were no longer viable as naval vessels. This created a problem. What do you do with such large ships? With their productive years long behind them, they would have normally been sold to private buyers as scrap metal. But a more interesting fate awaited the old vessels. Rather than being cut up, as they say, to make razor blades, the government was persuaded to sell the ships to the Artificial Reef Society of British Columbia. The only alternative for these ships was to go to the scrapyards of the Orient. That does nothing for anybody. When you sink these ships, you give them a whole new life underwater, and I feel kind of guilty about taking a beautiful ship and sinking it. The biggest objection people have to scrapping old ships is they end up as razor blades. They lose entirely whatever personality they ever had. And while nobody likes to see a beautiful ship sunk, they do know that it is preserved there for 100 or 200 years and its personality will be there. As artificial reefs, the ships attract marine life, whether it was previously a barren or sandy bottom. A solid metal hull acts like a naturally occurring reef structure. But instead of taking decades to become established, an artificial reef only takes a few years. The structure of the ship provides a stable surface that animals can attach themselves to. Small invertebrates and filter feeders are among the first to secure themselves to the hull. These animals in turn attract fish and eventually mammals. Thus, a new and complete ecosystem is created. In August of 1991, a pilot project was undertaken by the Reef Society. The GB Church, a World War II-era freighter, was acquired and sunk off southern Vancouver Island. With incredible speed, marine animals colonized the ship in a thick blanket of encrusting life. It was immediately a public relations and diver's success. And the following month, the government agreed to sell the HMCS Chaudière, the first of the large naval ships. On a brisk day in December 1992, the Chaudière was sent to a watery grave in Seychelles, England. The Chaudière was a learning experience for the Reef Society. Carefully placed explosive charges were supposed to sink the ship upright in relatively shallow water. Instead, the Chaudière sank on its side in deeper water, making it a difficult site for novice scuba divers. Although there were some problems with the sinking, they were quickly forgotten as the hull progressed as an artificial reef. Over three years later, the Chaudière is an excellent example of how an artificial reef is colonized by marine life. A colorful bouquet of life now covers the ship. Anemones, barnacles, and tiny fish are only a few of the estimated 100 species that call the reef home. It has been shown that iron acts like a vitamin for marine life. The iron attracts and encourages growth on the exposed metal parts of the ship. Iron does not usually occur in any great abundance naturally in seawater. These artificial reefs are constructed almost exclusively with iron-based steel. As a result, the ships quickly attract encrusting marine life. Vibrantly colored plumos anemones are one of the most striking forms of life that attach themselves to the ship's hull. Tiny nudibranchs, or sea slugs, scour the ship for food. This alabaster nudibranch can crack open the shell of a small snail with its powerful jaws. Small fish, like this grunt sculpin, also call the reef home. Larger fish, like this lingcod, find an ample supply of food on the reef structure. In time, ships like the Chaudière become living laboratories. Scientists have a rapidly evolving ecosystem to study in a controlled environment. We've had a saying in the Artificial Reef Society, if you sink it they will come, and it's quite true. The fish come, the invertebrate life comes, and the tourists come. It's been a win-win situation for everyone with this program. When we return, we'll look back at the sinking of the HMCS Mackenzie. We'll also mount cameras on board to document the ship as it actually sinks, and visit the new reef six months later to check on its progress. In September of 1995, a remarkable event was staged near Sydney, British Columbia. The sinking of the HMCS Mackenzie. The Mackenzie was built in Montreal in 1961, and commissioned as a permanent member of the Canadian Navy a year later. An interesting fact is that the ship was used in the blockade of Cuba during the Cuban Missile Crisis. Decommissioned in 1993, the vessel was then sold to the Artificial Reef Society. Preparing the ship for its new home was not an easy task. Reef Society members worked for six months salvaging parts and cutting access holes for divers. The Navy needed a full year to remove oil, fuel, and other toxic substances from the ship. With a clean bill of health from Environment Canada, the ship was ready for sinking. Well-marked entry and exit points were also established to facilitate safe passage for divers who would soon be visiting the ship. A week before the event, the Mackenzie was towed to Vancouver Island and the Institute for Ocean Sciences near Sydney. Tours of the Mackenzie were available to the general public. Hundreds of people lined up to catch a last glimpse of the ship. I told you before, the op center is where everything was controlled from. The officer, the watch, would be up here along with a navigator and a signalman sitting over there, and the boat's mate would sit sitting over here. This hole was not there at one time again to facilitate the divers. The day before the sinking, the vessel was towed in front of the host city, Sydney. Curious onlookers gathered along the shoreline to view the Mackenzie as it passed in The day of the sinking, boaters showed up very early to get a good vantage point. Hundreds, perhaps even close to a thousand vessels, eventually gathered to witness the event. As the countdown grew closer, it was evident that the number of people and boats in attendance would far surpass even the most optimistic projections. A few hours before detonation, police demolition experts carefully cut the plastic explosive into small strips. Explosives on the other side of this wood frame will cut a hole just exactly the same as this, and this compartment, which is the aft bank, will flood very quickly. These two lines here are detonating cord. These lines will carry the shock from the actual detonator of the aft of the boat, so when the button, the firing button is fired, the detonator will go bang. These have high-speed explosives. The shock wave will carry forward along these lines to the charges that are actually in the belly of the boat. Well, this is something we've been working on for more than two years, and it all gets down to the last two hours, the last half hour, the last 10 minutes, and when this is all over, I'm going to be so happy and so relieved. The last official order of business was a final toast. Dignitaries, former captains, and the media boarded the Mackenzie to pay tribute to the ship's long and distinguished career. Tonight, she leaves this beautiful land of light and air, where she will sleep in the arms of the sea for generations to come. So we want to say as a last thing to Mackenzie, for now and the future, well done Mackenzie. Mr. Roberts. Mackenzie. With everyone safely loaded off the decks of the Mackenzie, the ship was ready for its date with history. Everything went basically according to plan. When the explosions went off, we got the water flooding the ship very low down. That allowed the ship to drive forward in the water and settle basically on her keel. The day after the sinking, a few lucky divers and volunteers were allowed to visit the new artificial reef. With only a slight list to port, the ship landed almost upright. Important lessons had been learned with the Chaudière sinking, and improved explosive charges were much more effective this time. The radar tower lies only 20 to 30 feet below the surface, with the decks and interior of the ship safely within comfortable diving limits. Six months after the sinking, this is what the radar tower now looks like. Fast-growing bull kelp attached to the tower rises sharply to the surface. Two colorful nudibranchs anchor themselves to the tower's grid. On the hull, encrusting life is already evident. Thousands of tiny barnacles filter feed in the brisk currents. Several species of prawn and shrimp now roam about the decks. In time, this ship will be entirely encrusted with life. Like the church and the Chaudière, the Mackenzie will become one of the world's great artificial reefs. When a ship goes down, everybody benefits. The ship benefits because it takes on a new life. But I think the real benefactor when the waters close in over a ship, the real benefactor is the future. When we return, we'll travel to Campbell River to witness the most recent sinking, the HMCS Columbia. The most recent addition to the fleet of artificial reefs in Canada is the HMCS Columbia. Similar to the Mackenzie and Chaudière, the Columbia is also a 366-foot destroyer escort. The site chosen for the Columbia is Campbell River, a small community on central Vancouver Island. Here, work crews readied the ship for its new home. Former crew members and captains gathered to reminisce about old times. When we sailed in from Halifax, the temperature was down to about zero. Went to Bedford Basin, had to actually cut ice for three ships. Had some good cruises on her, Hawaii, Fiji, San Diego. First time on a ship, first time away from home. All those things that go with that. It was a great time. Art Compton and Ronald Nelson were given one last task to perform as the Columbia left Campbell River to be towed to the sinking site. Two large tugs were needed to safely pull the heavy ship. A sheltered bay a few miles north of the city proved to be the best location for the ship. The strong currents of the region flow past the bay, leaving the Columbia relatively untouched. Two unique memorials were placed inside the Columbia. One was for an enthusiastic supporter of the Artificial Reef Society who recently passed away. This little plaque is just a memento from the Artificial Reef Society to remember Peter Mundrell by. Peter was with us in the dark days of the early part of the Artificial Reef Program during the shoddy air, and he saw what we saw. The vision of an Artificial Reef Program in British Columbia is second to none in the world. It could attract tourism and enhance environmental awareness with this program. The family of Petty Officer Wachs approached the Artificial Reef Society about having his ashes interned on board the ship. Apparently, Petty Officer Wachs had spent some of his happiest days on board the ship, and he passed away two years ago at age 60. The family came on last week and we interned his ashes here in the galley area, and we've sealed the area, and we have this memorial plaque to Petty Officer Wachs so he can spend eternity on a place he truly loved. The day before the sinking, safety officers briefed the many boat captains that would take part in the event. Ladies and gentlemen, I appreciate your patience here, but I'd like to remind you that the purpose of this meeting was to make you aware that this is a blasting site, and it's going to be under RCMP control, police control, and the perimeter that I've outlined during this meeting will be enforced. John, do you want to give us a status report on Columbia at this point? Okay, we are right on track with all of the major details we had to get done today. The demolition crew has installed all of the charges, everything's in place. They'll come on tomorrow morning and do the final hookups and get the whole thing live. The night before, a contest winner was declared who would have the honor of pushing the button that would detonate the blast. The day of the sinking, last minute preparations are made. Yeah, we're just putting together the blast curtains for the concussion charges on the side of the hull, the cutting charges. This bubble pack is air filled pockets will absorb the concussion. As an added bonus for the crowd, fireworks are placed inside the ship's guns. They will precede the actual blast from the explosive charges by a few seconds. Final preparations are made with the onboard cameras. These video cameras will record the sinking as it happens, actually going down with the ship. Crowds begin to form several hours before the blast. Unlike the McKenzie event, only a few boats will be allowed within the small confines of the bay. RCMP explosives experts arrive for a final inspection. We always do a prime or two blasting caps in each of the charges as well as two blasting caps on here. The thing to keep in mind is the last ship sank in three minutes and 40 seconds. So if something does go wrong, there's no time to come back on board and fix it. Our biggest concern on the last morning is the fact that there's so much activity going on board and all of our explosives lines are laid out and somebody's going to trip or pull something loose on us. So it's a matter of going back and rechecking and rechecking just prior to any explosives being set off. We will be the last ones off the ship. It's 60 minutes to go before detonation. Final things are being done to make the ship go down the way we want it to. Holes are being cut extra close to the water. Charges are being set and we're essentially pulling all of our equipment off the ship. So the only thing they'll be going down with it are the video cameras. As with the McKenzie, the Columbia is toasted with a final salute. Gentlemen. Good. Wonderful event. I think as with all good families, it's a sense of loss because the family's being split up and of course first class shipping which is going down. It's sad in many ways but she can't last forever so it'll be a good year. A few minutes before blast time, the onboard cameras are turned on to record the sinking. Bagpipers perform a final tribute to the ship. Okay, 30 seconds. Repeat, 30 seconds to go. Eight, seven, six, five, four, three, two. Lord knows what she's actually done down there and it's always a little bit tense to find out what's happened. She's safe in any configuration but I must confess the more vertical she is, the happier I am. It's wonderful. It's just on exactly the right tilt to make it really interesting. Perfect. Perfect. We'll keep you on the payroll. The sinking of these ships is not without controversy. Some groups fear environmental problems but with strict government standards for cleanups and many proven benefits to marine life, artificial reef programs appear to be successful. The Artificial Reef Society of British Columbia has two more naval ships to sink in the next few years. They will undoubtedly not be the last.