Originally built at the H.C. Stulcken & Sohn Shipyard in Hamburg, Germany, to serve as a refrigerated motor freighter for W. Burns & Co. (now called Transmar Agencies), the Kimon M was a 106-metre-long behemoth powered by twin 8-cylinder diesel engines that provided 2,900 bhp to a single propeller. She ran aground in 1978 after colliding with the northeast corner of Sha’ab Abu Nuhas while en route to Bombay, where it was expected to deliver a cargo of 4,500 tonnes of lentil bags. She now rests 30 metres below the water’s surface in Abu Nuhas, right next to other famous wrecks such as the Carnatic and the Giannis D, providing shelter for many species of corals and fish, waiting to be explored by scuba divers. To dive on the Kimon M, divers should have an advanced level certification or higher and the right equipment, especially to venture in the wreck’s interior.
In 1975, after various name and property changes, the Kimon M - that began her life as the Brunsbuttel Byelourus II - was bought by the Lanissos Shipping Company of Panama. The ship had departed from Iskanderun, Turkey on December 1978 under the command of Captain Juan Cavalieri. It was expected to drop her cargo of lentils in Bombay, India.
After speeding through the Suez Canal, Captain Cavalieri - who had spent the last 48 hours on the bridge - decided to hand the helm to the second-in-command and retired to his quarters for some rest. A few hours later, on the 12th of December, the Kimon M struck Sha’ab Abu Nuhas at full speed. The situation immediately seemed beyond any possibility of repair, so the crew abandoned the vessel on life rafts before being rescued by another cargo ship passing by.
The Kimon M spent some time atop the reef, allowing for a salvage team to recover the cargo and instruments. However, months of intense currents eventually dragged the remains of the Kimon M down to the seafloor, at a depth of approximately 30 metres. The ship’s hull, with the exception of its bow, is well preserved and lies on its starboard side. The superstructure and the forecastle are nothing more than a pile of bent metal. The dive itinerary typically starts by exploring the stern section, where a large propeller and rudder are still visible at a depth of 32 metres. A hole in the ship’s port side made by the salvage team allows for direct access into the engineering compartment. The engine room contains gauges, valves, and pipings, providing for a ghastly, spooky environment.
The exploration continues on to the holds that now lie empty, and then along the main deck where deck equipment is still visible. The dive normally finishes close to the coral wall, which provides a colourful environment for divers to spend the last minutes of their dive in.
This text is for information purposes only. It has been written by members of the website and can be inaccurate. Always contact local professional divers before diving.