PHOTOS - M/S PILSUDSKI
M/S PILSUDSKI, 1935-39 (14,294 tons) was the sister ship to the legendary M/S BATORY 1936-68. The ship was designed and built in CRA Monfalcone Shipyard in Trieste, Italy. She first saw service as a liner in Sept. 1935 on the Gdynia, Poland to New York, USA route. In 1939, when the World War II broke out she was taken up for the war service, and converted into a troop carrier. However, soon after the ship was torpedoed by German submarine and sunk on Nov 26,1939 near England. It was her first wartime voyage. The wreckage of the ship has became quite well know by many shiplovers... In 2010 a group of Polish divers organized expedition to explore the wreck. Below you’ll find some old photographs of this ship and the summary of the above diving exploration. A more detailed history of the ship can be found in the “Predecessors” section of this web site...
M/S PILSUDSKI, 1935-39 (14,294 ton) byl siostrzanym statkiem dla legendarnego M/S BATORY, 1936-68. Statek zaprojektowany i zbudowany zostal we wloskiej stoczni CRA Monfalcone, Trieste. W 1935, MS PILSUDSKI rozpoczal regularne rejsy transatlantyckie na trasie Gdynia - Nowy Jork. Po wybuchu Drugiej Wojny Swiatowej, w 1939 roku statek zostal przebudowany na transportowiec wojskowy. Podczas swojego pierwszego, wojennego rejsu, 29 listopada 1939, M/S PILSUDSKI zostal storpedowany i zatonal u wybrzezy Anglii. Jego wrak jest dobrze znany przez wielu pletwonurkow i hobbistow. W 2010 roku grupa polskich pletwonurkow zorganizowala wyprawe na wrak. Ponizej znajduja sie historyczne fotografie a takze streszczenie relacji ze wspomnianej podwodnej ekspedycji. Bardziej szczegolowa historie statku mozna znalezc na tej stronie internetowej w sekcji “Predecessors” ("Poprzednicy")...
M/S PILSUDSKI, 1935-39 (14,294 ton) byl siostrzanym statkiem dla legendarnego M/S BATORY, 1936-68. Statek zaprojektowany i zbudowany zostal we wloskiej stoczni CRA Monfalcone, Trieste. W 1935, MS PILSUDSKI rozpoczal regularne rejsy transatlantyckie na trasie Gdynia - Nowy Jork. Po wybuchu Drugiej Wojny Swiatowej, w 1939 roku statek zostal przebudowany na transportowiec wojskowy. Podczas swojego pierwszego, wojennego rejsu, 29 listopada 1939, M/S PILSUDSKI zostal storpedowany i zatonal u wybrzezy Anglii. Jego wrak jest dobrze znany przez wielu pletwonurkow i hobbistow. W 2010 roku grupa polskich pletwonurkow zorganizowala wyprawe na wrak. Ponizej znajduja sie historyczne fotografie a takze streszczenie relacji ze wspomnianej podwodnej ekspedycji. Bardziej szczegolowa historie statku mozna znalezc na tej stronie internetowej w sekcji “Predecessors” ("Poprzednicy")...
M/S PILSUDSKI - WRECK'S EXPLORATION... A SPECIAL DIVE ON THE M/S PILSUDSKI British Sub-Aqua Club, HullBranch, ENGLAND Report by Chris Storey, Sept. 15, 2002 The Wreck of the MS Pilsudski Position : 53 45.75N; 00 45.67E Max Depth : 33m Sunk :26th November, 1939 after striking German mine Type : Polish Liner Construction : Steel Size : 562ft X 70ft Diving : Lies upright, listing to port, explorable on 3 levels, stern more broken, 5m proud. Launch :Hull, Bridlington, Scarborough. Distance from land 18 miles. Additional : This is a well-dived wreck, the biggest in Yorkshire waters. It has been ranked 15th among the UK's wrecks! The bow - with beautiful decorations still there - stands 9m proud, but is broken off. The three decks should be explored only by experienced divers, and they should take care, as some collapse is taking place. Both props buried in shingle. Beware very strong currents on seabed and overfalls above In 1999, having just been on a diving trip on the Jane R off the East Coast of England, I answered an advert on the UK scuba newsgroup requesting information on the Pilsudski. The Pilsudski at 14,924 ton and 162 metres in length is reputedly the largest wreck off the YorkshireCoast. She was a liner, built in Italy, to run between New York and Poland. At the time of construction it was very sumptuous, being one of the first ships of its type with an indoor swimming pool. It was lavishly decorated by contemporary Polish artists. At the outbreak of war, when Poland was invaded by Germany the Liner was in the UK. As part of the war effort, it was converted in Newcastle to carry troops. It was on its first journey from Newcastle to New Zealand, when, at 4:36am on Nov. 26, 1939 it struck a mine and sank, approximately 25 miles from Withernsea. At the time there were 163 crew (including 7 British sailors) onboard plus soldiers - the exact number of which is still unknown. There is also some speculation that more passengers boarded the ship just before it sailed. Captain Mamert Stankiewicz was one of the last people to leave the stricken ship, and clung to a life raft until he was rescued by a ship travelling to Hartlepool. Unfortunately he later died from hypothermia, and is buried in a cemetery in Hartlepool. Jan, (Janek Ruszkowski) the chap whose advert I replied to, also a diver, was interested in the ship for a number of reasons. Firstly the ship was named after. General Jozef Pilsudski who was the leader of the Polish army, and was famous for throwing the communists out of Poland following the First World War. After the Second World War the communists in Poland were not too impressed with his name being bandied about, and the name Pilsudski was pretty much repressed. Secondly, it was only after WW1 that Poland got an access to the sea, (The Baltic Sea). This was after almost 110 years of being land locked. Consequently Poland didn't have a fleet nor any experience to operate either military or merchant shipping. The country would have to start building its fleet from the very beginning. Jozef Pilsudski took on this task. He assume command of all Polish armed forces and became "First Marshall of the PolishRepublic".Jan had read about Pilsudski and other Polish heroes and was fascinated by Polish shipwrecks and maritime history. We corresponded on and off for a couple of years. Late last year, Jan tried to put together a team of divers to travel across to Hull to dive the Pilsudski, and make a documentary for Polish TV. Though several companies were interested, they could not finance a full trip. During this time I had approached the BBC, mainly as I thought it would make an interesting local news article, and be good publicity for the club. I had several meetings with the BBC, who were very interested, but unfortunately wanted me to do all the organising! To cut a very long story slightly shorter, due to lack of funds it all fell flat, and the Polish expedition was shelved. Jan finally decided to come over with his girlfriend, and I organised accommodation, and a plan to get him to the dive site. Considering all the things that could have gone wrong, we were extremely lucky! I collected Jan from the bus station on Friday night, after a 33hr journey from Warsaw. At 8am on Saturday, I collected him and his kit, and off we went to Bridlington. For those of you planning a dive on this wreck be prepared for a long trip. It is some 50 miles out from Bridlington. Luckily we had perfect conditions, a flat sea, and no wind. We loaded up John Fuller's RIB, the Tai Pan, with all the gear, 7 divers and an additional 100 litres of fuel. After some initial problems with the GPS we were underway, and after traveling for just under 2 hours arrived on site, and immediately spotted the buoy from Kimberly that Mike Wallace had left from his last trip. After hooking up to the buoy, we discovered we were already coming up to slack water, so the first wave of divers, including Jan, kitted up and went in. Whilst the boat was relatively empty, I busied myself with the not too simple task of refueling the tanks. It is surprising how lumpy a flat sea is when trying to pour fuel form a jerry can into a funnel at shoulder height! About 40 minutes later, Jan surfaced, and I kitted up with my buddy to go in. I was a little concerned that he was very quiet, and that it had not lived up to his expectations... On descending the shot line, at 15m, the bow section was visible some way below. The visibility was an excellent 10 to 12m. The wreck sits on a broken shell bottom, which gives a huge amount of reflected light from the surface, improving the already good visibility. We swam to the bow, which leans over on it's Port side, and inspected the distinctive decoration on the bow. The ships name is also visible, though everything is covered in soft corals and Dead Men's Fingers. As we worked our way towards the stern, we found that the wreck had collapsed, the stern section being some way off. Along with the many crabs and lobsters, intact portholes can be seen in the outer hull. These are well bolted on! Resting on the seabed can be seen huge square windows, which would have adorned the salon area of the ship. These are very impressive being constructed in brass and originally standing some 4-5 feet high. Swimming across the debris field at the rear of the main bulk of wreckage, a number of compressed air cylinders can be seen in rows. All are rotted through, but all have brass valves fitted, which shine from the polish many divers have given, running their hands over them. Just off the wreck, in the sand, I spotted a large porthole, intact, except for some of the glass missing. Much to my surprise it lifted free from the sand, with only a small amount of (very sharp!) rusted metal where it had once been housed in the superstructure. I immediately thought that, on top of everything "coming right" for Jan, this would top it all, and he would have a new item for the maritime museum back in Warsaw! I attached the lift bag I had, and sent it to the surface. It was with a certain amount of disappointment, (and to Jan's horror!) that I later had to cut the line suspending the porthole at the surface, as the crew had difficulty retrieving it into the boat. Ah well, there's always next time! Later, Jan told me that he was overwhelmed by the generosity he was shown by club members, that we were able to live up to my claims, and arrange for possibly the best day of the year to make it all happen. The reason for his quietness back onboard was that he had accomplished a lifetimes ambition and was inwardly reflecting on the experience. 15 September 2002 Chris Storey (Diving Officer) |
M/S PILSUDSKI - ODKRYWANIE WRAKU... WYPRAWA NA POKLAD ZATOPIONEGO M/S PILSUDSKI Brytyjski Klub Podwodny, Oddzial Hull, Anglia (Streszczenie) Raport autorstwa: Chris Storey, wrzesien 15, 2002 W roku 1999, Chris Storey, czlonek Brytyjskiego Klubu Pletwonurkow nawiazal kontakt poprzez internet z Jankiem Ruszkowskim, pletwonurkiem z Polski, interesujacym sie dziejami zatopionego w roku 1939, u wschodniego wybrzeza Anglii polskiego transatlantyka M/S PILSUDSKI. Janek Ruszkowski ogarniety pasja zbadania wraku staral sie zainteresowac tematem Polska Telewizje i zorganizowac wyprawe pletwonurkow z kamera na poklad zatopionego liniowca. Niestety z braku funduszy caly pomysl upadl. Chris Storey probowal zainteresowac tematem angielska telewizje BBC, ale projekt takze upadl ze wzgledow organizacyjnych. W wyniku niepowodzenia zorganizowania "telewizyjnej wyprawy" na polski wrak, Janek Ruszkowski decyduje sie na prywatne zbadanie wraku. Przy wydatnej pomocy Chrisa Storey i pod jego przewodnictwem, we wrzesniu 2002, Janek Ruszkowski udaje sie na miejsce zatopienia M/S PILSUDSKI i w grupie kilku innych pletwonurkow schodzi pod wode. Pozycja, gdzie statek wszedl na mine to ok. 18 mil od brzegu. Niedaleko nadmorskich miejscowosci Bridlington i Hull. Jest to popularne miejsce do nurkowania dla pasjonatow starych wrakow. M/S PILSUDSKI jest najwiekszym wrakiem w tym rejonie i duza atrakcja. Kadlub jest juz widoczny na glebokosci 15 m aczkolwiek glebokosc na ktorej znajduje sie wrak dochodzi do 30m. Kadlub usytuowany jest w ten sposob ze odbijajace sie z powierzchni swiatlo dobrze go oswietla. Widocznosc 10-12 m. Na dziobie widoczna charakterystyczna ozdoba i napis z nazwa statku. Wszystko dosyc solidnie zamulone i pokryte wodorostami i krabami. Rufowa czesc statku jest przelamana. Widoczne duze okna werandy na pokladzie spacerowym (4-5 stop wysokosci), a dalej ustawione w rzedzie cylindry sprezonego powietrza z blyszczacymi zaworami, ktore pocierane sa przez odwiedzajacych pletwonurkow. Penetrowac mozna trzy poklady, ale wymaga to ostroznosci i sporego doswiadczenia. Janek jest zachwycony wspanialym "podwodnym doswiadczeniem", ogromna pomoca i zyczliwoscia ze strony Chrisa i Jego Klubu... PROBA WYDOBYCIA WRAKU MS PILSUDSKI, Zycie Warszawy 1957, Numer 250 "Trzecia z kolei proba wydobycia wraku statku "Consul Carl Fisser", ktory zatopiony zostal na duzej glebokosci w norweskim fiordzie Allesund, znow sie nie powiodla. Mimo zalozenia dodatkowych pontonow, wrak, po ukazaniu sie na powierzchni morza, zatonal powtornie, niszczac rownoczesnie czesc sprzetu zalozonego przez nurkow z Panstwowego Ratownictwa Okretowego. W tej chwili nie wiadomo jeszcze, czy proby wydobycia tego wraku beda powtarzane. Zalezec to bedzie od wyniku konsultacji, ktore z powodu naglej choroby kierownika PRO kpt. W. Poinca musza byc odroczone. Obecnie nurkowie pracujacy dotychczas przy wydobywaniu "Consula" przystapili do prob wydobycia innego norweskiego wraku - statku "Log". Grupa pracownikow naukowych przy jednej z katedr Politechniki Gdanskiej opracowuje obecnie projekt techniczny wydobycia wraku polskiego motorowca m/s "Pilsudski", ktory w pierwszych miesiacach II wojny swiatowej zatopiony zostal przez Niemcow u wschodnich wybrzezy Anglii. "Pilsudski" - statek blizniak naszego "Batorego" - lezy na dnie -podobno- zaledwie 22 metry pod powierzchnia wody. Istotna trudnosc przy wydobyciu wraku moze stanowic to, ze "Pilsudski" (ktory plynal z Anglii do Nowej Zelandii po transport zolnierzy) wiozl ladunek zelaza i stali. Ciezki ten ladunek spowodowal znaczne zamulenie wraku. Jesli obliczenia i proby techniczne udowodnia, ze statek mozna jednak wydostac i oplaci sie jego remont, wowczas Polskie Linie Oceaniczne w krotkim czasie moglyby otrzymac druga, nowoczesna i duza jednostke do obslugi linii polnocno-amerykanskiej." Powyzsze Raporty/ Artykuly bazuja na informacjach ze strony internetowej 'M/S PILSUDSKI' Mika Oborskiego i Jana Ruszkowskiego. MS PILSUDSKI struck a mine and is sinking... Nov 26, 1939, 04:36 AM. Vision of the Polish artist Adam Werka - magazine "Morze"/"The Sea"
MS PILSUDSKI wplynal na mine i po eksplozji tonie... 26 listopad 1939, 04:36. Wizja marynisty, Adama Werki - magazyn "Morze" JOZEF PILSUDSKI, 1867-1935, Polish statesman - first Marschal. He was the person most responsible for the creation of the Second Republic of Poland in 1918. The ship was named after him...
JOZEF PILSUDSKI, 1967-1935, Patron Polskiego Liniowca |
M/S PILSUDSKI, 1935-1939 - REPORT ON THE SINKING/ ATTEMPT OF RAISE THE WRECK
Official Report on the sinking of M/S PILSUDSKI by Jan Michalski Second Officer, M/S PILSUDSKI...
"We left Newcastle on Saturday evening, unescorted, and our vessel was painted with a black hull and grey superstructure. We carried a four-inch gun aft, and the draft of the vessel was 23ft aft and 19ft forward. As a matter of interest, although we were told nothing except that we were going to Australia to take troops from there, everybody locally in Newcastle appeared to know everything about it. We dropped anchor off the mouth of the Tyne, and stayed there for a few days. On the 26th November at about 04:20AM we passed Flamborough Head, and I was the Officer on watch. We were heading on a course of 139 degrees for the Outer Dowsing, and there were two British Captains on board. The tide was not very strong and we passed a few ships going iun the opposite direction at about half a mile between us and the shore. I was told later that these ships formed a convoy. Our speed was about 19 knots, and the Officer of the Watch before me told me that we were quite safe, being in 20 fathoms of water.
At 05:36AM we were proceeding with lights on as it was now dark. Previously we had an order from the Captain to put on lights only if we were passing too close to another vessel in order to avoid collision. I was inside the wheelhouse at this time when the first explosion occurred. This explosion took place right on the port side. All engine telephones were broken and put out of action. I did not observe any water spray go up at the time of the explosion. The vessel took an immediate 10 degree list to port. The vessel first appeared as if she was going to sink very quickly. The Captain ordered everybody to the life boat stations and eventually we lowered all the boats. My life boat was on the starboard side of the bridge, and it was a motor boat. I asked the Captain if I should lower my life boat and he said "No, it is better to go aft because of the list on the vessel". As I proceeded aft I met a few of the crew of my life boat. I took them along and decided to lower my own life boat after all. The Third Officer started to lower the port side lifeboat. He had some difficulty in unhooking the falls of rope so he decided to go to the starboard side life boat. The sea was very rough and it was exceedingly dark, but as I have stated previously, we managed at last to get all our life boats away. During the night we noticed two ships quite close to us and at about daybreak we sighted the Valores. By this time we were about a mile away from our vessel, and I also noticed that she had not yet sunk. I heard later that she had sunk about four hours after the explosions. The Valores first picked up the Captain and two other members of crew who were on a raft. Unfortunately, the Captain, who was aged 58, had been in the water for about an hour, and he died shortly afterwards from hypothermia and shock.
CAPTAIN HERO OF M/S PILSUDSKI DRAMA
Northern Daily Mail, Monday, November 27, 1939
The captain was the hero of another sea drama off the North-East coast yesterday, when the Polish Liner Pilsudski (14,294 tons) is believed to have struck a mine. A British destroyer landed about 100 survivors at one North-East port, and a British trawler picked up another 68. The 14 Britons who were aboard were all saved, but several of the crew are unaccounted for, and it is believed that three died, including the captain who was the last to leave the ship. The Pilsudski was under charter to the British Admiralty since the war. Survivors told dramatic stories of how the ship was crippled by successive explosions which wrecked the lighting system and stopped the engines and gave the vessel a pronounced list to starboard.
Britons and Poles alike praised the brave conduct of the skipper, Capt. Mamert Stankiewicz (58), whose bravery in remaining aboard until the last of the crew had left undoubtedly cost him his life. Though slightly wounded in the explosion, he gave the order to abandon ship and then stood by until all six lifeboats two motor launches and four rowing boats had been lowered and filled.He then dived into the sea and was helped to a raft by two Polish seamen, who saw that he was in no condition to swim. Battered by the waves and almost wholly immersed in the icy cold water, these three men clung to the raft for more than an hour until the destroyer spotted them. By then the two were completely exhausted, and the captain was on the verge of collapse. A gunner named J Bell dived overboard and brought them one by one to the side , where they were hauled aboard. The other two men, much younger than the master, quickly recovered, but Capt. Stankiewicz died within a few minutes, after being assured that practically all his crew had been saved.
THREE HOURS ON RAFT
The most fluent English speaker was one of the ship stewards, Milewski Bronislaw, who received part of his education in England. Milewski stated that he was asleep when the first explosion occurred. A second explosion followed within a couple of minutes. He hurried to the deck in his night attire, plunged into the water, and managed to get to a raft to which he clung for three hours before being rescued. The ships wireless operator stated that immediately the explosion occurred all lights were extinguished, and it was impossible to radio a message. He, too, managed to get on a raft and was rescued after over two hours exposure. The youngest member of the crew, a shy curly-haired boy Marian, aged 15, was also suffering from exposure but quickly revived after a good meal of hot soup. Perhaps the most concise story was told by the second officer, Jan Michalski, who said: "We left a North-East port on Saturday night, and early to-day there was a terrific explosion at the bows, followed two minutes later by another explosion admidships".
"All the lights went out, the engines stopped, and the ship rocked under the shock of the explosions. Furniture in the cabins was scattered and broken, the bridge telegraph was smashed, and the ship at once took a list of ten degrees. The ship showed signs of settling down, and the captain gave the order for the boats to be launched."
"This was extremely difficult because it was blowing half a gale from the South-West, and the sea was very rough. Of a crew of 181 I think about 140 got away in these boats. Some had been injured when parts of the upper berths collapsed following the explosion. I think several people were killed or hopelessly pinned by wreckage, but I could be sure of very little in the wreckage.
BRITISH TRIBUTE TO CREW
British members of the crew paid high tribute to the calm and ordely manner in which the Poles took to the boat. "There was no suggestion of panic", said Cook Nugent of Liverpool. "The men followed the captain's fine example in keeping their heads and carrying out his orders promptly and coolly".
The men presented a sorry spectacle when they left the destoyer. Half clad and wrapped in blankets many were barefoot , others had limbs bandaged, and about a dozen were carried ashore on stretchers and taken immediately to hospital in waiting ambulances. A.R.P., volunteers, members of St John's Ambulance, police and authorities helped to get the men ashore and make them as comfortable as possible in public buildings, where they were given warm clothing and served with hot meals and coffee. Clothier shops in the port were hurredly asked to open and very soon after the men's arrival huge parcels of suits, underclothing and boots were at their disposal. The crew were intensely grateful for the kindness to which they were treated both aboard the destroyer and when they landed. Eight injured survivors who are receiving treatment in hospital are stated to-day to be "fairly comfortable".
RAISE THE M/S PILSUDSKI? Zycie Warszawy, 1957, No 250
"Third try of lifting up a wreck of a ship "Consul Carl Fisser", which has sunk on a big depth in Norwegian [fiord] Allesund, has just been reported to fail again. Despite of attaching additional lift bags, the wreck sunk again shortly after reaching a surface, taking down most of the equipment set up by divers from National Ship Rescuing (?). At the moment it is not known whether attempts of lifting up this shipwreck are to be continued. It strongly depends on the result of further consulting, that has just been suspended due to a sudden illness of a director of National Ship Rescuing - cpt. W. Poinc. At the moment the divers are involved in attempts of rescuing another Norwegian shipwreck - "Log".
A group of scientists from TechnicalUniversity in Gdansk recently are giving a shape to a technical project of bringing up a wreck of a Polish motor ship "Pilsudski", which had been sunk by Germans near the east coast of England in first months on world war II.
"Pilsudski", a twin sister of our "Batory", rests on a seabed - they say - only 22 meters below the surface. The grave problem with lifting the wreck up, may be a fact, that "Pilsudski" (which was on the way from UK to New Zealand to carry troops on the way back) had a cargo of a steel and iron. This heavy load caused [settling down and ] silting up a wreck.
If the calculations and technical tests prove that it's possible to bring the shipwreck up and it's profitable to renovate it, then Polish Ocean Lines would shortly receive a second big and modern vessel to serve on North America line.
Sinking of M/S PILSUDSKI as a troop carrier after striking two German mines on Nov 25, 1940 - by marine artist Adam Werka
Toniecie M/S PILSUDSKI jako transportowca wojskowego po uderzeniu w niemieckie miny, 25 listopad 1939 - wizja marynisty Adama Werki
Toniecie M/S PILSUDSKI jako transportowca wojskowego po uderzeniu w niemieckie miny, 25 listopad 1939 - wizja marynisty Adama Werki
Kpt. Karol Olgierd Burchardt o MS PILSUDSKI: "Galion czyli dziobowa ozdoba PILSUDSKIEGO byla symbolem jego duszy - dumy i odwagi. Potwierdzała niejako fakt, że dzięki chęci dosłownie kilku ludzi, uważanych za pomylonych, Polska zrobiła na morzu krok - od niczego do transatlantyckiego luksusowego statku pasażerskiego, najszybszego i największego na Bałtyku z przeznaczeniem do służby na linii Gdynia - Kopenhaga - Nowy Jork. Tonaż i zanurzenie PILSUDSKIEGO przystosowane ściśle do przechodzenia przez cieśniny duńskie, uczyniły jednak statek zupełnie bezbronnym wobec sztormowych i niesztormowych fal - kazda bezkarnie wchodziła na dziób, grożąc niespodziewanym zmyciem ludzi z pokładu za burtę. Po jego pierwszych rejsach stwierdzono takze, że przechyły statku tak bardzo męczące załogę - tę na służbie i tę odpoczywającą, są dozwolone tylko do 30 stopni. Z manewrowaniem było jeszcze gorzej. Statek słuchał jak gdyby tylko kapitana Mamerta Stankiewicza. Pilotom stwarzał trudności. Denerwował nawet najbardziej doświadczonych sterników. Ale... byliśmy z niego dumni, mimo głęboko utajonej goryczy jaką napełniała nas jego bezbronność wobec fal i ta ograniczona do 30 stopni stateczność. Niezwykly zyciowy traf połączył na zawsze los statku i tego, który go budował - kapitana Mamerta Stankiewicza. Odszedł on na wieczną wachtę razem ze swoim transatlantykiem..."
M/S PILSUDSKI - Documentary film of 1936
M/S PILSUDSKI - Film dokumentalny z 1936 roku
M/S PILSUDSKI - Film dokumentalny z 1936 roku
M/S PILSUDSKI - Ukryta Historia/ Hidden History
Virtual Reality Project
CREDITS/ ZRODLA
Special thanks for contributing images, documents and information to this web site goes to…/ Specialne podziekowania za udostepnienie fotografii, dokumentow i informacji dla tej strony internetowej kierowane sa do… Peter C. Kohler, Andrew Beniger-Austria, Kpt. Jerzy Pszenny-Poland, Janusz Cwiklinski-Poland, Gabriel Oleszek, Mike Oborski i Jan Ruszkowski-England (M/S PILSIDSKI Website), Emil Piechowicz-Poland, Tomasz Werka-Poland, Lech Makowiecki-Poland, Jerzy Slabuszewski-Poland, Paul Edwards-England, Fred Claessen-Nederlands, Jan Taylor-England, Lynda Coote-Canada, Paul Timmerman, Mieczyslaw Amielanczyk-Poland, Bjorn Larsson, Stefan Danielski-Canada, Jerzy Slabuszewski-Poland, Waldemar Danielewicz-Poland, Pat Mac Adam-Canada, Piotr Majerski, Urszula Sipinska-Poland ("Chodowcy Lalek"), Lech Kwasinski-Canada, Krzysztof Koszyk-Poland, Marek Sarba-USA, Marcin Dlugolecki-Poland, Magda Karkosinska-England, Jolanta Paprota-USA, Gabriel Paslawski-Poland, Emigration Museum Gdynia-Poland, "Honor and Glory" Youtube Chanel and others...