Arabia

Identification & Site Information

  • •Vessel Name: ARABIA
  • •Type: Barque (Wooden Barkentine)
  • •Location: Tobermory, Georgian Bay, Lake Huron
  • •Coordinates: N 45°18.713’, W 081°40.444’
  • •Depth: 100 feet (33 meters)
  • •Length: 140 feet (43 meters)

History of the Barkentine Arabia (1852–1884)

Construction and Design (1852–1853)

The Arabia was a three-masted wooden Barkentine built in Kingston, Ontario, and launched on April 26, 1853. (Some records list the build year as 1852, reflecting when construction began.) She was built by master Shipwright George Thurston, one of Kingston’s prolific mid-19th century shipbuilders – Thurston built 24 vessels between 1842 and 1869, nearly one per year. (Canadian archives alternatively credit a Nicholas Ault as builder, but most sources attribute Thurston .) The completed Arabia measured about 131–132 feet in length, 26 feet in beam, and 12 feet depth of hold, with a Gross Tonnage around 300–310 tons . Her Hull was constructed of wood in the traditional manner of the era – massive oak frames and pine planking fastened with treenails and iron spikes – a robust build intended for Great Lakes service and occasional ocean voyages. Notably, Arabia was equipped with a Centerboard, a drop Keel common on Great Lakes sailing ships to allow navigation of shallow ports and canals while still sailing effectively in open water.

Originally rigged as a Barkentine (Barque), Arabia carried square sails on her foremast and Fore-and-Aft Sails on the remaining masts . This rig, popular in mid-century, gave her the power of a square-rigged ship with the smaller crew requirements of a Schooner. Contemporary shipbuilding techniques in Kingston at the time were advancing to meet new demands – the completion of the enlarged St. Lawrence canals in 1848 opened the Great Lakes to direct trade with the ocean . Arabia’s construction reflects this trend: she was built sturdy enough for Atlantic crossings yet with a shallow Draft and Centerboard for inland waters. Her design represented the cutting edge of Canadian Great Lakes ship construction in the 1850s, combining local shipcraft with global ambition.

Ownership and Registration

Upon launching in 1853, Arabia was owned by a Kingston syndicate. Her first owners are recorded as J. Boyd & Co. of Kingston (likely John Boyd, a prominent Kingston merchant) . Over the years, her ownership changed among Canadian shipping interests as she was bought and sold to align with trading opportunities. By 1860, Arabia was owned by Ferguson & Co. of Kingston . A few years later, in 1864, her ownership was shared by a partnership of Ferguson, Boyd & Calder (Kingston), suggesting that original owner Boyd rejoined in partnership with the Ferguson firm .

In 1871 her port of registration was changed to Montreal, Quebec (likely due to changes in the Dominion’s shipping registration system post-Confederation) . Around that time she was owned by a Kingston-based investor named Nichols. It’s possible that Arabia’s official Canadian registration number (Official No.) 32844 was assigned during this period. Despite being briefly registered out of Montreal, Arabia continued to be operated by Kingston/Great Lakes owners and was home-ported in Kingston in her final years.

Throughout her 31-year career, Arabia remained Canadian-owned. Her successive owners invested in multiple rebuilds and repairs (notably in 1863, 1874, and 1882) to extend her working life. This pattern of ownership – Kingston merchants and shipping firms – underscores Arabia’s role as a workhorse of Canadian Great Lakes commerce.

Voyages and Cargoes

In her early years, Arabia traded on Lake Ontario and the St. Lawrence River. For the 1853 season, she ran regional routes on Lake Ontario, likely carrying grain and general cargo between ports like Kingston, Toronto, and Oswego. However, Arabia soon demonstrated her ocean-going capability. In 1854, she undertook a remarkable transatlantic voyage: sailing from Kingston through the St. Lawrence out to the Atlantic, Arabia crossed to Great Britain. She arrived at Glasgow, Scotland in the fall of 1854 carrying a hefty cargo of 14,000 bushels of wheat and 500 bushels of flour, one of the early grain shipments from Canada West to Europe. This voyage capitalized on the newly improved canals and showed the potential of Great Lakes vessels in international trade.

Arabia remained in British waters for about a year, engaging in the coastal trade around the UK. Fascinatingly, one of her ports of call during this period was Tobermory, Scotland (on the Isle of Mull) – establishing a coincidental link between the Scottish town and the Ontario harbor town of Tobermory near which she would eventually sink. After a year or so in Europe, Arabia returned to Canada, likely carrying British goods or ballast on the return voyage.

Back on the Great Lakes by the mid-1850s, Arabia resumed work as a bulk cargo carrier. Her typical cargoes were the staples of the Great Lakes trade: grain was primary – wheat, corn, and other cereals from Midwest ports bound for transshipment points in Canada or the eastern US – and also timber and lumber on occasion (Canada West was a major timber exporter). For example, in later years Arabia frequently loaded grain at Chicago or Milwaukee and brought it across Lakes Michigan and Huron to Georgian Bay or down the St. Lawrence. Conversely, she might carry manufactured goods, coal, or inbound cargo on return legs. One account notes that after returning from Britain, Arabia spent decades in the grain trade; even in her final voyage in 1884 she was loaded with corn from Chicago (about 20,000 bushels).

Ports that Arabia visited during her career included Chicago, Milwaukee, and other Lake Michigan grain ports; Detroit and Cleveland (as intermediate stops); Kingston and Montreal in Canada; Oswego, New York, which was a key grain transshipment port via the Erie Canal; and various smaller Lake Huron/Georgian Bay ports like Collingwood, Midland, and Owen Sound. On her ocean excursion she visited Glasgow and possibly Liverpool, and sailed the Irish Sea and Scottish coasts. Her visit to Tobermory (Scotland) suggests she traded around the Clyde and perhaps the west coast of Britain in the coasting trade.

By the 1870s and 1880s, Arabia was one of the older sailing vessels still plying the lakes, but she remained active and profitable. Her owners kept her well-maintained (with major rebuilds in 1863 and 1874 increasing her tonnage to 421 tons so she could continue hauling heavy cargoes. In 1882 she underwent another major repair/refit, likely to prepare her for several more years of service in the grain trade. Arabia’s long list of destinations – from inland lake harbors to the ports of England and Scotland – speaks to the versatility of 19th-century Great Lakes schooners and barkentines in connecting local commerce to global markets.

Accidents and Incidents

Despite a generally successful career, Arabia experienced her share of mishaps – not uncommon for a hardworking wooden ship over three decades. Fortunately, none of these incidents resulted in loss of life or Total Loss of the vessel until her final wreck. Key incidents included:

  • Fire at Oswego (1853): In July 1853, Arabia was moored at Oswego, NY when a devastating blaze swept through the waterfront. A massive fire (the Great Oswego Fire of July 5, 1853) destroyed much of the harbor area. The Arabia was caught in the inferno – contemporary reports indicate she caught fire as warehouses and mills burned. The blaze was so intense it was famously captured in one of the earliest known photographs of a burning building. Arabia was damaged by the fire, but evidently not beyond repair. She was saved from complete destruction (possibly by firefighting efforts or by being towed out of danger) and was repaired afterward. This early brush with disaster did not end her career, but it necessitated significant repairs in 1853–54 before she sailed again.
  • Grounding at Sodus Point (1854): On November 24, 1854, Arabia ran aground near Sodus Point, NY on Lake Ontario while carrying a cargo of ~13,000 bushels of wheat . It was late in the season and likely poor weather or navigation error put her on a shoal. Fortunately, the next day tugs or wreckers pulled her free with little damage, and she continued on her voyage. This incident occurred shortly after her return from Europe, during a routine grain run. The successful refloat showed Arabia’s stout construction and the effectiveness of salvage efforts at the time.
  • Hull Rebuilds: Arabia underwent a major Rebuild in 1863, which may have been prompted by cumulative wear or an unrecorded incident. Her tonnage was increased (from about 309 to 421 tons), suggesting she might have been lengthened or reconfigured to carry more cargo. Another Rebuild in 1874 is noted; again this could be due to wear-and-tear or damage. These rebuilds imply Arabia suffered structural stress (not surprising given hard use and occasional minor accidents) and was significantly overhauled twice in her lifespan.
  • Kingston Harbor Grounding (1867): Even in her home port Arabia had an “oops” moment. In October 1867, Arabia ran aground in Kingston’s harbor near Point Frederick. According to the Kingston Daily British Whig of Oct 19, 1867, while under tow through Kingston harbor with a load of grain, Arabia strayed onto a shoal off Pt. Frederick (where unusually low water levels made navigation tricky). She stuck fast, requiring her cargo to be lightened (unloaded) until she floated off the shoal. Once enough grain was offloaded to reduce her Draft, she was pulled free and the cargo reloaded. This was a minor incident, but it illustrates the challenges of maneuvering a large Barkentine in tight harbors. Arabia was none the worse for wear and promptly resumed service.
  • Near-Foundering in a Gale (~1860s?): Although not documented in detail, it’s likely Arabia survived numerous Great Lakes storms. One source notes that in one severe gale (date unspecified), Arabia “lost her masts” but managed to make port for repairs (this kind of incident was common – dismasting in a squall). While specific dates are scarce, Arabia’s owners invested in her because she withstood these challenges and could be repaired to sail again.
  • Grounding at Flowerpot Island (1883): In the autumn of 1883, just one year before her final loss, Arabia ran aground near Flowerpot Island off Tobermory, Ontario. She struck rocks in that area (perhaps due to a navigation error or storm while seeking shelter). This accident could have been fatal for the ship, but Arabia was successfully refloated and repaired, returning to service by the following season. The 1883 grounding likely inflicted serious Hull damage, which was repaired over the winter of 1883–84 – possibly corresponding to the “major repair in 1882” noted in records (it might actually have been late 1883). The crew’s ability to salvage her in 1883 set the stage for her to sail in 1884, but it also meant Arabia entered her final year with a lot of “new wood” and patches on an old Hull.

Throughout these incidents, Arabia earned a reputation as a resilient ship. Each time she was damaged or grounded, her owners invested in repairs and she returned to service, a testament to the value she held as a cargo carrier. By late 1884, Arabia had survived over three decades of fires, storms, and groundings – an enviable record for a wooden ship. Unfortunately, the October gales of 1884 would finally prove too much for her.

The Final Voyage (October 1884)

Arabia’s last voyage began innocently but ended dramatically. In the fall of 1884, she was tasked with a late-season grain run: carry corn from Chicago to Midland. Midland, Ontario (on Georgian Bay) had grain elevators that sourced Midwest grain for export via rail or the St. Lawrence. Arabia departed Chicago with a full load of corn (approx. 20,000 bushels) in her holds. Her crew was led by Captain Henry Douville, and despite being October, they pressed on knowing that profits from this cargo were worth the risk of fall storms.

By early October, Arabia had made it across Lake Michigan and through the Straits of Mackinac into Lake Huron. She then turned southeast into Georgian Bay, bound for Midland. On October 4, 1884, as she passed the Bruce Peninsula, a severe gale struck. This was the kind of sudden autumn storm for which the Great Lakes are notorious – high winds, cold rain, and rough seas. Arabia encountered heavy weather off Cabot Head, heading down the eastern side of the Bruce. The gale intensified into the night of October 4–5.

By October 5, 1884 (Sunday), Arabia was fighting for her life in heavy seas. Reports indicate she began to leak badly as the pounding waves worked the Hull. Crewmen manned the pumps, but the influx of water could not be stemmed. Realizing the ship was foundering, Capt. Douville made the decision to seek shelter or beach the ship to save it. Arabia was in the vicinity of Echo Island, a small island just north of Tobermory at the tip of Bruce Peninsula. The ship was driven ashore on shoals near Echo Island by the gale – essentially out of control, she struck a reef or rocky shoal. This likely occurred in the morning or midday on Oct 5. The impact stranded her, and the crew might have hoped she would hold together on the rocks until the storm passed. They hoisted distress signals, but given the conditions, immediate help was unlikely.

For a short time, Arabia remained aground on Echo Island reef, but the surf was relentless. Waves began breaking her apart and pushed the vessel off the shoal into deeper water. Realizing that Arabia was going to sink, the crew had no choice but to abandon ship. They launched the ship’s Yawl (lifeboat) in dire conditions. All crew clambered in and rowed away just as Arabia slid off the reef. Shortly thereafter, the venerable Barkentine Foundered and sank into the depths of Georgian Bay, not far from Echo Island, on October 5, 1884.

Miraculously – and importantly – no lives were lost in the sinking. The crew’s escape was successful. The men in the overloaded Yawl were at the mercy of the gale until fate intervened: by great good fortune, a passing steam Tug spotted them. The crew were rescued from their small boat later that day and were brought to Wiarton, Ontario on the mainland. (One source says a Tugboat picked them up; another account suggests a Steamer – either way, they were saved from open-boat peril.) The entire crew survived, though they lost all personal effects and the ship’s papers when Arabia went down.

In the aftermath, Arabia was reported as lost “near Tobermory” in the marine news. The cargo of corn went down with the ship. There was likely no realistic chance of salvage given the deep water and the onset of winter. Thus ended Arabia’s 31-year career – succumbing to a classic Great Lakes autumn gale after safely weathering so many before. The final voyage encapsulated the hazards of the grain trade: pushing late into the season to deliver cargo, and the sudden fury of the lakes overwhelming a stout ship.

Contemporary weather records note that early October 1884 brought a strong low-pressure system through Lake Huron with gale-force northwest winds – conditions that indeed match the fate of Arabia. Her loss was one of several that storm season. The Arabia’s owners, presumably the Nichols interest of Kingston, would have filed an insurance claim for a Total Loss. Captain Douville and his crew, although safe, likely ended their season in heartbreak, watching their ship sink beneath the waves of Georgian Bay.

Sinking and Wreck Site

Arabia went down off Echo Island, just outside Tobermory Harbour at the tip of the Bruce Peninsula. The location is at the meeting of Lake Huron and Georgian Bay – a graveyard for many ships seeking the shelter of the islands. The Barkentine’s Hull, burdened with thousands of bushels of corn, plunged to the lake bottom and came to rest approximately 105–120 feet underwater. She likely sank around midday on Oct 5, 1884, in water about 36 meters deep. The wreck settled upright on a flat, silty bottom not far from the base of the Echo Island shoal that claimed her.

Because the crew escaped with only the clothes on their backs, the wreck contains everything that was on board at the moment of sinking – it is essentially a time capsule of 1884. No salvage was attempted at the time (the depth put it out of reach for 19th-century technology). The corn cargo slowly spilled out into the lakebed. Over the years, local fishermen noticed an odd phenomenon – the fish they caught near Echo Island were stuffed with corn kernels, a telltale clue that a grain-laden shipwreck lay nearby. This clue kept the memory of Arabia alive in local lore even as the wreck itself lay unseen in darkness for decades.

For about 87 years, Arabia’s exact resting place was a mystery, though suspected by those corn-filled fish. The discovery of the wreck came in late 1971. Captain Albert Smith, a local commercial fisherman and charter boat captain, had long searched for Arabia. In October 1971, using sonar and intuition, Capt. Smith finally pinpointed the wreck on the northeast side of Echo Island. Divers soon descended to confirm the find. They were met with an astounding sight: Arabia lay largely intact on the lake bottom, preserved by cold water and protected by depth. The identity was confirmed by the ship’s features and location (and the corn all around). An interesting artifact initially caused some confusion – divers found an anchor stamped “A.E. HART” on the wreck. (The A.E. Hart was another vessel; likely this was a spare or salvaged anchor that Arabia carried, or it drifted from elsewhere and landed on the site.) Despite that red herring, all evidence (dimensions, layout, cargo) proved this wreck was indeed the long-lost Arabia.

After discovery, Arabia quickly became a popular (if challenging) target for sport divers. In the 1970s, scuba explorers undertook the first detailed surveys of the wreck. They were astonished by the preservation: the Hull was intact, the masts (though fallen) were present, and countless artifacts remained in place. Early dive teams placed a commemorative plaque on the wreck near the wheel as a mark of respect (and possibly in memory of divers who later perished – see below). The wreck’s precise GPS coordinates were documented (today roughly 45°18.72′ N, 81°40.40′ W. Over time, mooring buoys were installed and Arabia was incorporated into a protected underwater park. The story of her loss and rediscovery has been recounted in dive magazines, books, and even on television, solidifying Arabia’s fame as one of the best-preserved shipwrecks in the Great Lakes.

Current Condition of the Wreck

Today the Arabia rests within the crystal-clear, frigid waters of Fathom Five National Marine Park, where it has been exceptionally well preserved. Divers who visit consistently describe it as an underwater museum exhibit. Cold water, darkness, and depth have combined to slow decay to a crawl – the wreck looks much as it did when it sank in 1884.

The Hull of Arabia is remarkably intact, sitting upright on the lakebed. The bow and midships are in excellent condition: the bow section, in particular, is breathtaking, with its long wooden jib-boom (the forward spar extending from the bow, often mistaken for a bowsprit) still pointing proudly forward into the blue gloom. On the bow, three wooden anchors remain lashed in place on the rail (two stock anchors on either side and a third spare anchor). The massive Windlass and its chain gear are still mounted on the Forecastle Deck, with anchor chains spilling off of it. Divers can see deadeyes and chain plates along the bow’s Hull – these round wooden blocks (part of the rigging) and iron fittings are still firmly attached after 140 years.

Moving amidships, one notices the Centerboard trunk rising up from the Keel area; Arabia’s Centerboard (a large retractable Keel) is still in place, a “massive center board” visible in the wreck’s interior. Along the Deck edges, pinrails and belaying pins, used for securing ropes, remain in place, as do pulleys and other rigging components scattered about . The masts have fallen down: two lie across the Deck and one on the bottom alongside the Hull. Notably, the rigging is still present in places – tangled wires and ropes hang from the bow spars and masts, and some hangs from the bowsprit/jib-boom itself. This is a rare sight, as rigging is often the first to decay or be torn away; here, the cold water preserved even some of the ropes. One diver vividly reported: “Rigging hung from the bowsprit that pierced the water, and chains spilled off the Windlass onto the Deck. Deadeyes stared up at me as I hovered over the railings… the mostly intact Hull lay below” . This dramatic description underscores how intact and evocative the Arabia is as a dive site.

The Stern section did suffer collapse, likely during the sinking or as the ship struck bottom. The last ~30 meters (100 feet) of Arabia’s Deck from the main hatch aft are broken down. The transom (the flat Stern wall) is gone and the Stern quarter is split open. The sternpost, rudder, and steering mechanism have fallen off to the starboard side on the lakebed . However, these pieces are still present and largely intact. Most famously, Arabia’s ship’s wheel lies on the bottom off the starboard Stern area. It is intact – an impressive wooden wheel with its iron hub. Nearby are gears and tiller linkage from the steering system. Divers often make a point to swim back to see this wheel (a “must-see” feature), which has been admired in many underwater photographs. A commemorative plaque rests beside the wheel as mentioned .

Inside the broken Stern and hold, divers have noted some artifacts that speak to daily life on the ship. A metal cooking stove rests in the hold debris, likely from the crew’s galley. There is also a small hand cart or wheelbarrow in the hold, presumably used to move cargo (perhaps to shift sacks of grain). Barrels, planks, and other cargo handling equipment lie about. And of course, the corn – one can still find kernels of corn in the sediment around the wreck, a lasting reminder of her final cargo.

Overall, the Arabia is often cited as one of the best-preserved 19th-century shipwrecks in Ontario. Divers have marveled at how features like the Deck Capstan, cabin remains, and even the pumps are still discernible. The freshwater environment has been key: unlike in saltwater, there are no shipworms or salt corrosion, and the near-freezing temperatures at depth greatly slow bacterial decay. Additionally, until recently the site had minimal zebra mussel colonization, meaning the wooden Hull and artifacts are not completely encrusted and obscured (unlike many shallower Great Lakes wrecks). A diver in 2005 noted the joy of seeing Arabia’s bare wood and construction details, thanks to the cold, clean water.

Diving conditions on the Arabia are notoriously challenging. The wreck lies at 37 m (120 ft) at its deepest, at the very limit of recreational scuba diving. The water is perpetually cold (typically ~4°C/40°F even in summer at that depth), and Visibility can range from excellent (20+ m) to poor, sometimes complicated by an intermittent current that sweeps the site. Because of these factors, the Arabia dive is rated “advanced” only – it is only recommended for experienced divers with deep diving training. In fact, the site has seen multiple dive fatalities over the years when divers without sufficient experience attempted it. The combination of cold, depth (with risk of nitrogen narcosis or decompression sickness), and sometimes strong currents means divers must be well-prepared and ideally guided. Most dive charters insist on an advanced certification and often a dive master escort for this wreck.

To protect the wreck and aid divers, park authorities have installed a mooring buoy (Site #14) on the site. Dive boats tie up to this buoy, avoiding the need to drop anchor (which could damage the wreck). A line from the buoy leads divers down directly to the wreck (usually tying in near the bow), providing a descent/ascent reference. Once on the wreck, divers typically tour the bow, peek into the holds, then, if conditions permit, make their way toward the Stern to see the wheel. Penetration inside the wreck is generally not done, as Arabia’s interior, while open, is confined and silty. Given the depth, bottom time is limited (a few minutes without decompression, or longer for those with technical diving gear). Divers often spend their short time soaking in the ambience of the bow area, where the scene is almost surreal: the bowsprit (jib-boom) thrusts out into blue water, the twin anchors hang at the rail, and the fish lazily circle this ghost of a ship.

The Arabia wreck has been heavily documented. Marine archaeologists and avid divers have created detailed photomosaics and even a 3D photogrammetry model of the site). These efforts have captured the wreck in high detail, aiding in monitoring its condition over time. So far, the site remains in much the same shape as when found in 1971, minus small changes such as a collapsed section of Deck here or there. The deep, cold environment of Fathom Five has been an excellent guardian. As one article put it, “the Arabia is an excellent example of how the chilly, fresh water of the Great Lakes preserves maritime history” – with rigging, Deck gear, and Hull all frozen in time.

Heritage Significance and Legacy

The wreck of the Arabia is not only a spectacular dive site but also a protected piece of Canadian maritime heritage. It lies within the Fathom Five National Marine Park, which was established in 1987 (building on an earlier provincial underwater park) specifically to safeguard the shipwrecks and natural features at the mouth of Georgian Bay. As such, Arabia is protected by law: it is illegal to remove artifacts or disturb the wreck (the site is monitored, and divers adhere to a strict look-but-don’t-touch ethic). The cold fresh water that preserved Arabia so well, combined with legal protection, ensures that this wreck will remain for future generations to study and appreciate.

In recognition of its historical value, Arabia is often highlighted as one of the “showcase wrecks” of the Great Lakes. It serves as a sort of underwater museum exhibit within Fathom Five Park. Parks Canada and Ontario heritage organizations have included Arabia in their educational materials – for example, interpretive signage in Tobermory and guidebooks for the park recount Arabia’s story. The site is also listed in the Ontario Ministry of Culture’s marine heritage registry (under the Ontario Heritage Act) as an archaeological site to be preserved.

Arabia’s story connects several aspects of 19th-century history: the Kingston shipbuilding industry, the grain trade between the New World and Europe, transatlantic sailing adventures, and the treacherous weather of the Great Lakes. Her link to Tobermory, Scotland during her overseas voyage is a charming footnote that today’s Tobermory (in Ontario) often mentions – there’s a sense of poetic full-circle, that a ship which once visited Tobermory overseas would come to rest off Tobermory in Canada.

The wreck also plays a role in the local tourism and community identity. Tobermory, Ontario markets itself as the “Shipwreck Capital of Canada,” and Arabia is a crown jewel among the two dozen wrecks in the area. Thousands of divers have made the trek to Bruce Peninsula specifically to dive the Arabia. The image of her bow with the bowsprit and anchor is iconic in diving circles. Even snorkelers and glass-bottom boat tourists learn about Arabia (though her depth puts her out of view except to scuba divers). The story of her sinking is often retold on boat tours, emphasizing the dramatic escape of the crew and the idea of corn-filled fish leading to her discovery – these colorful details help bring history to life for visitors.

In scholarly terms, Arabia has been the subject of marine archaeology documentation and features in numerous books on Great Lakes shipwrecks (such as those by Cris Kohl, who has noted Arabia as one of the best preserved wrecks of its age). The wreck provides insight into Great Lakes ship construction (since one can directly observe the mid-1800s shipbuilding techniques like mortise-and-tenon joints, wooden treenails, etc., on the site) and into the maritime trade networks of the time (her very existence at that spot speaks to the grain routes of the 1880s).

Finally, Arabia stands as a memorial of sorts – a tangible reminder of the perils faced by sailors on the Great Lakes. While her crew survived, many other ships were not so lucky. The fact that no one died in the Arabia wreck is perhaps why we can now enjoy her story with wonder rather than tragedy. Divers descending on the Arabia often report a feeling of reverence and connection to the past. The cold, dark silence at 120 feet, broken only by the sight of a century-old ship’s bow looming out of the gloom, evokes a powerful sense of history.

In summary, the Barkentine Arabia has journeyed from a Kingston shipyard in 1853, across the Atlantic and back, through a generation of Great Lakes commerce, to a stormy demise off Tobermory in 1884. Rediscovered and protected, her wreck now educates and fascinates us in equal measure. Her story encompasses innovation, adventure, disaster, and rediscovery – truly a comprehensive chapter of Great Lakes maritime history preserved beneath the waves.

Additional Resources and References

  • Great Lakes Ship Registers: Arabia’s construction and ownership details are documented in the Great Lakes Ships database (Labadie Collection) (Shipwreck Arabia | 3DShipwrecks.org) (Shipwreck Arabia | 3DShipwrecks.org). This includes official registry data like her Canadian Official Number (32844) and changes in tonnage after rebuilds.
  • Maritime History Archives: The Maritime History of the Great Lakes archive has newspaper clippings and reports on Arabia, including launch announcements and incident reports (e.g. Kingston newspapers reporting her 1867 grounding (Lumber Prince Drowns in Lake Superior), and Oswego papers on the 1853 fire).
  • Dive Footage: See an example dive video of the Arabia (International Scuba Divers Club, 2021) on YouTube – this video shows the wreck’s bow, Deck, and wheel as seen by modern divers. Another unique perspective is a freediving video where a breath-hold diver descends 37m to Arabia’s Deck, illustrating the clarity (but darkness) of the water.
  • Photography: Numerous underwater photographers have documented Arabia. For instance, Warren Lo’s Tobermory wreck gallery and Becky Kagan Schott’s photos (featured on social media (The Arabia wreck, Tobermory, Canada • • • • • Photo: Becky Kagan …)) showcase the wreck’s bow and artifacts. The Escarpment Magazine article by Fraser Penny also includes beautiful images of the Arabia’s bow with its railing and Windlass (Ghost Ships | Escarpment Magazine).
  • 3D Virtual Model: A high-resolution 3D photogrammetry model of Arabia is available via 3DShipwrecks.org (Shipwreck Arabia | 3DShipwrecks.org). This interactive model allows users to “tour” the wreck in 3D, seeing features like the anchors, wheel, and collapsed Stern in situ.
  • Shipwreck Databases: Arabia is listed on major wreck databases such as Wrecksite (ID 165839) and in the Ontario Shipwreck Index. The Wrecks and Reefs website provides a diver-oriented overview (Arabia) (Arabia), noting highlights and hazards of the site.
  • Scholarly Publications: Arabia is discussed in books like “Dive Ontario: A Guide to Shipwrecks” and Cris Kohl’s “The Great Lakes Diving Guide.” Marine archaeologist John Weichel also covers Arabia in his work Forgotten Times: Marine History of the Bruce Coast. These publications provide further historical context and site plans. An academic case study comparing Great Lakes wreck preservation often cites Arabia as an example of cold-water preservation (Ghost Ships | Escarpment Magazine) (Wreck Diving in Tobermory, Canada – Fathom Five National Marine Park | Scuba Diving).
  • Museums and Archives: The Marine Museum of the Great Lakes (Kingston) holds ship plans and records of Kingston-built vessels like Arabia. The Bruce County Museum & Cultural Centre in Southampton, ON has collections (e.g. John Weichel’s research files ([PDF] John Weichel Research Files Index, A2006.179)) that include information on local wrecks. Library and Archives Canada in Ottawa holds the original registry listings and perhaps the inquiry reports on the loss of Arabia. Interested researchers can consult these archives for primary documents such as the 1884 wreck report and correspondence.

Each of these resources contributes to a fuller understanding of Arabia’s life and afterlife. Whether one is a diver gearing up to explore the Arabia in person or a history enthusiast researching from dry land, the story of this ship continues to captivate – from her Kingston shipyard origins to her resting place under the cold, blue waters of Georgian Bay.

Sources:

Conclusion

The wreck of the ARABIA is a time capsule of maritime history, offering divers a unique opportunity to explore a remarkably preserved 19th-century sailing vessel. Located in the Fathom Five Provincial Park, the wreck is a testament to the challenges faced by sailors navigating the Great Lakes. With its rich history and exceptional condition, the ARABIA continues to be a centerpiece for Great Lakes diving and maritime heritage.

Keywords #Arabia, #Barque, #Shipwreck, #Tobermory, #Georgian Bay, #Fathom Five Provincial Park, #Great Lakes Diving, #Maritime History, #Lake Huron, #Cold Water Wreck.

3D Model

Arabia by 3DShipwrecks on Sketchfab