MS Herald of Free Enterprise

About

MS Herald of Free Enterprise was a roll-on/roll-off (RORO) ferry which capsized moments after leaving the Belgian port of Zeebrugge on the night of 6 March 1987, killing 193 passengers and crew. The eight-deck car and passenger ferry was owned by Townsend Thoresen, designed for rapid loading and unloading on the competitive cross-channel route between Dover and Calais. As is common with RORO ferries, it was built with watertight compartments terminating below the vehicle deck, with the doors at the end of the vehicle deck becoming vital to avoiding uncontrolled flooding. The ship left harbour with her bow door open, and the sea immediately flooded the vehicle deck; within minutes, she was lying on her side in shallow water. The immediate cause of the capsizing was found to be negligence by the assistant boatswain, who was asleep in his cabin when he should have been closing the bow door. The official inquiry, however, placed more blame on his supervisors and a general culture of poor communication in Townsend Thoresen. The vessel was salvaged, put up for sale, and sold to Naviera SA Kingstown on 30 September 1987, renamed Flushing Range. It was taken to Taiwan on 22 March 1988 to be...

In the late 1970s, Townsend Thoresen commissioned the design and construction of three new identical ships for its Dover – Calais route for delivery from 1980. The ships were branded the Spirit -class, and were named: Spirit of Free Enterprise, Herald of Free Enterprise, and Pride of Free Enterprise. The name "Free Enterprise" dates from Townsend Car Ferries' pioneering private sector roll-on/roll-off ferries (including MS Free Enterprise I ) introduced in 1962. Herald of Free Enterprise began active service on 29 May 1980.

To remain competitive with other ferry operators on the route, Townsend Thoresen required ships designed to permit fast loading and unloading and quick acceleration. The ships comprised eight decks numbered A to H from top to bottom, which contained the following:

- A-deck: crew accommodation and radio room

- Half deck (between A and B decks) wheelhouse (bridge)

- B-deck: passenger areas, crew accommodation and galley

- D-deck: suspended vehicle deck within E deck

- F-deck: crew accommodation (port and starboard)

- H-deck: engine rooms, stores and passenger accommodation at the forward end. Loading of vehicles onto G deck was through watertight doors at the bow and stern. The wheelhouse was positioned at the forward end, and the ship had clam shell doors rather than raising a visor door, making it difficult to see the bow doors. Loading of vehicles onto E deck and D deck was through a weathertight door at the bow and an open portal at the stern. Vehicles could be loaded and unloaded onto E and G decks simultaneously, using double-deck linkspans at Dover and Calais.

The ships were constructed by Schichau-Unterweser AG in Bremerhaven, Germany. Propulsive power was by means of three 6,000 kW (8,000 bhp) 12-cylinder Sulzer medium-speed diesel engines driving variable-pitch propellers. The vehicle deck bow doors were constructed by Cargospeed, Glasgow, Scotland.

On the day the ferry capsized, Herald of Free Enterprise was working the route between Dover and the Belgian port of Zeebrugge. This was not her normal route and the linkspan at Zeebrugge had not been designed specifically for the Spirit -class vessels: it used a single deck, preventing the simultaneous loading of both E and G decks, and the ramp could not be raised high enough to reach E deck. To compensate for this, the vessel's bow ballast tanks were filled. The ship's natural trim was not restored after loading. Had Herald of Free Enterprise survived, she would have been modified to remove the need for this procedure. [ dubious – discuss ]

It was normal practice for the assistant boatswain to close the doors before moorings were dropped. The assistant boatswain, Mark Stanley, however, had returned to his cabin for a short break after cleaning the car deck upon arrival, and was still asleep when the harbour-stations call sounded and the ship dropped her moorings. The first officer, Leslie Sabel, was required to stay on deck to make sure the doors were closed. Sabel said he thought he saw Stanley approaching. He was seriously injured in the disaster and the court concluded that his evidence was inaccurate. It is believed that, under pressure to get to his harbour station on the bridge, he had left G deck with the bow doors open in the expectation that Stanley would arrive shortly.

The court also described the attitude of boatswain Terence Ayling, believed to have been the last person on G deck. Asked why he did not close the doors given there was no one else there to do it, he said it was not his duty. The court nevertheless praised his work in the rescue.

Captain David Lewry assumed that the doors had been closed. He could not see them from the wheelhouse owing to the ship's design, and had no indicator lights in the wheelhouse to tell him otherwise.

The ship left her berth in Zeebrugge inner harbour at 18:05 (GMT) with a crew of 80 and carrying 459 passengers, 81 cars, three buses and 47 trucks. She passed the outer mole at 18:24 (GMT) and capsized about four minutes later. When the ferry reached 18.9 knots (35.0 km/h) 90 seconds after leaving the harbour, water began to enter the car deck in large quantities. The resulting free surface effect destroyed her stability. In a matter of seconds, the ship began to list 30 degrees to port. The ship briefly righted herself before listing to port once more, this time capsizing. The entire event took place within 90 seconds. The water quickly reached the ship's electrical systems, destroying both main and emergency power and leaving the ship in darkness. The ship ended up on her side half-submerged in shallow water one kilometre ( 1 ⁄ 2 nautical mile) from the shore. Only a fortuitous turn to starboard in her last moments, and then capsizing on a sandbar, prevented the ship from sinking entirely in much deeper water.

Crew aboard a nearby dredger noticed Herald of Free Enterprise ' s lights disappear, and notified the port authorities. They also reported that the bow doors appeared to be wide open. The alarm was raised at 18:37 (GMT). Rescue helicopters were quickly dispatched, shortly followed by assistance from the Belgian Navy, which was undertaking an exercise in the area. Wolfgang Schröder [ de ], the German captain of a nearby ferry (M/V Gabriele Wehr ), was commended by Prime Minister Margaret Thatcher and received a medal from King Baudouin of Belgium for his heroic efforts in rescuing passengers.

The disaster resulted in the deaths of 193 people. Many of those on board had taken advantage of a promotion in The Sun newspaper offering cheap trips to the continent. Most of the victims were trapped inside the ship and succumbed to hypothermia because of the frigid water. The rescue efforts of the Belgian Navy and Royal Navy divers limited the death toll. Recoverable bodies were removed in the days following the accident. During the rescue the tide started to rise and the rescue team was forced to stop all efforts until morning. The last of the people left on board died of hypothermia.

A public Formal Investigation into the incident was held in London in the following months, under Justice Barry Sheen as wreck commissioner. It found the capsizing was caused by three main factors—Stanley's failure to close the bow doors, Sabel's failure to make sure the bow doors were closed, and Lewry leaving port without knowing whether the bow doors were closed. While the court determined the immediate cause of the capsizing was Stanley's failure to close the bow doors, it was very critical of Sabel for not being in a position to prevent the disaster, calling his actions "the most immediate" cause of the capsizing.

The fact that Stanley was asleep at the time of departure led Sheen to examine the working practices of Townsend Thoresen, from which he concluded that the poor workplace communication and stand-off relationship between ship operators and shore-based managers was the root cause of the capsizing, and identified a "disease of sloppiness" and negligence at every level of the corporation's hierarchy. Issues relating to the breaking of waves high on the bow doors while under way and requests to have an indicator installed on the bridge showing the position of the doors were dismissed; the former because of the attitude that ships' masters would come and "bang on the desk" if an issue was truly important, and the latter because it was thought frivolous to spend money on equipment to indicate if employees had failed to do their job correctly.

The design of Herald of Free Enterprise was also found to be a contributory cause of the capsizing. Unlike other ships, which are subdivided into watertight compartments, the vehicle decks of RORO vessels are normally contiguous: any flooding on these decks would allow the water to flow the entire length of the ship. This issue had been identified as early as 1980, following the losses of Seaspeed Dora and Hero in June and November 1977, respectively. The need to adjust the ship's bow trim to use the port facilities at Zeebrugge and failure to readjust before departure was another factor in the capsizing.