H.M.S. Hood Today
Photos of the Wreck of H.M.S. Hood
Updated 29-Apr-2009

Contained herein, are many photos of the wreck of H.M.S. Hood as it lies today at the bottom of the Denmark Strait. We owe a special debt of gratitude to our friend David L. Mearns of Blue Water Recoveries Ltd, for generously allowing us to post these photos here. Additionally, we would also like to thank renowned author and draughtsman John Roberts for his invaluable assistance in helping us to identify items pictured here. Lastly, much thanks to accomplished graphics artist Thomas Schmid, for the computer renderings shown here.

Important Notice: These photographs have been exclusively loaned for display here on the official H.M.S. Hood Association website, and are not to be downloaded or republished elsewhere without the express permission of David L. Mearns and Blue Water Recoveries Ltd. The wreck renderings may not be downloaded or republished elsewhere without the express permission of Thomas Schmid.

The Stern
The stern of Hood is roughly 130ft/40m long overall and is composed of two main segments: The rear segment sticks up from the seabed at an angle of about 45°. The forward segment is more-or-less just a large "flap" of the quarterdeck reaching to the aft curvature of "Y" barbette. Please note that we have slightly modified these photos: all were reduced in size and lightened/brightened somewhat to reduce the "murkiness" inherent in underwater photographs. Also, please be aware that this page is image intensive, and may take some time to fully load.

Above- Various views of Hood's stern. To the left, a photo taken aboard Hood's quarterdeck, looking aft. To the right, computer renderings showing the stern in plan format. The top image shows how the stern used to look from above, and the bottom shows roughly what it looks like today. This is by no means an 100% precise depiction, but is sufficient enough to enable the reader to identify features shown in the following photos.

The very end of the stern. Note the ensign staff base. The wooden flag staff has long since disappeared.

Another view of the end of the stern. Now the rear hawsepipe can be seen. Additionally, tangled stanchions can be seen along the starboard deck edge. The degaussing cable is also barely visible around the starboard side of the hull.

In this image, the rudder plate is clearly visible. This plate is directly over the rudder post.

 
Above/Left- Moving down and slightly to starboard, you can see two mushroom vents. Note the well preserved planking. You can see these same vents, from a different angle, in the photo above/right.

A view of the stern section's port side. The ROV was literally sideways for this angle to be achieved. Note the deck fittings and the remnants of stanchions. Also note the degaussing cable and AP507B paint.

Another view of the stern section's port side. Note the AP507B paint and degaussing cable. This is closer to the stern's true angle on the seabed. Note: We believe the wavy appearance of the hull is due to the water distortion or movement of the ROV.

A view of the port forward end of the main stern section. The side plating here is blasted outward.

A view of the area where the "flap" commences

The forward end of the stern break. One can view from roughly amidships and the starboard side of the quarterdeck in this particular photo. This section is actually a large "flap" which is attached to the main stern. This "flap" lies flat on the seabed at roughly a 90 degree angle to the upraised stern. The large circular opening is the location of the rearmost curvature of "Y" barbette. The barbette itself was not present . It may be in one of the debris fields.

Another view of the "flap" and the forwardmost end of the stern break. To the left, one can just make out the rear capstan. A number of vents as well as the quarterdeck hatch can also be seen.

A close-up view of the quarterdeck hatch on the "flap". Note the intact teak planking.

A crude mosaic of the very forward edge of the stern flap.

A close-up view of the inner/rear port screw. The streamlined cap has been crushed due to implosion.

The rear/inner port screw as seen from a greater distance.

The rudder- set in a turn to port. This proves that Hood had indeed begun a turn to port when she was destroyed. The rudder was controlled through a worm gear mechanism. When the steering linkage was severed, the rudder would very likely have remained frozen. Based upon this, it is confirmed that Hood's final turn had commenced.