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Overview
The Herald of Free Enterprise car ferry set sail on a routine voyage to Dover in March 1987, carrying hundreds of passengers, including British army personnel, day-trippers and truck drivers. Minutes after leaving the Belgian port of Zeebrugge, the ferry began to capsize. Terrified passengers were separated from loved ones in a seething mass of humanity, in freezing cold water
and had to fight for their lives. This is the minute-by-minute account of those who lived through the disaster, from the event to
rescue, reunion and repatriation. The Belgian people are also remembered for the care and comfort they gave to the bewildered and grief-stricken survivors.
Including plans, photographs and records considering how this disaster impacted ferry operating procedures forever, Iain Yardley's
thoughtful study covers every aspect of this tragedy. Many survivors, relatives and rescue workers have contributed to make this a
fitting tribute to all involved from that night to the present day.
Product Details
| ISBN-13: | 9780750957366 |
|---|---|
| Publisher: | The History Press |
| Publication date: | 07/01/2014 |
| Sold by: | Barnes & Noble |
| Format: | eBook |
| Pages: | 128 |
| File size: | 5 MB |
About the Author
Read an Excerpt
Ninety Seconds at Zeebrugge
The Herald of Free Enterprise Story
By Iain Yardley
The History Press
Copyright © 2014 Iain YardleyAll rights reserved.
ISBN: 978-0-7509-5736-6
CHAPTER 1
BEGINNINGS
Players
Former artillery officer Captain Stuart Townsend was fed up with being charged exorbitant fees to transport his car across the English Channel by steam packet boats. He decided to start his own shipping line and, after talks with the Automobile Association (AA) and Royal Automobile Club (RAC), Townsend Brothers Ferries Ltd was in business by 1928. The coal ship Artificer, capacity fifteen cars and twelve passengers, was chartered, and a shipping link between Dover and Calais was established in June of that year. The service became so popular that it became permanent in 1929. Owing to the demand, the Artificer was replaced by the Royal Firth, followed by a former minesweeper, renamed the Forde, in April 1930.
The Forde could carry thirty cars and 168 passengers. For six years, cars were lifted by mobile ramp onto the Forde, until a strike by Calais dockers and crane operators in 1936. For the duration of the strike, the Forde's stern rails were removed and cars driven onto the ship via makeshift platforms. Although strictly a 'one-off' temporary arrangement, it undoubtedly gave Townsend the idea for roll-on/roll-off (RORO) ferries for the future. It wasn't until fifteen years later, in 1951, that drivers were allowed to drive their own cars onto a ferry, when the Forde was replaced by a converted frigate.
The first RORO berths in Dover and Calais were installed in 1959. Then, in 1962 the frigate was superseded with the introduction of Townsend's first purpose-built car ferry, Free Enterprise I, on the Dover–Calais route; so named because Townsend were celebrating their private sector status and breaking away from a state-run service.
The second purpose-built ferry, the Free Enterprise II, became the first British registered, seagoing, drive-through ferry with bow and stern doors, upon its introduction in 1965. A year later, Free Enterprise III was introduced onto Townsend's second route, Dover–Zeebrugge.
Frank Bustard was an apprentice and friend of fellow Liverpudlian, J. Bruce Ismay, who was chairman of the White Star Line (WSL). Ismay survived the sinking of the Titanic in 1912. Bustard was awarded an OBE for services during the First World War, after which he became the passenger traffic manager for the WSL. In 1934 – the same year that the WSL merged with Cunard – Bustard set up the Atlantic Steam Navigation Company Ltd.
Bustard wanted to set up a line offering a moderately priced transatlantic passenger service between Europe and the United States. He was unsuccessful in acquiring surplus Red Funnel Line vessels and, despite approaching Vickers Armstrong for two new ships, the government was reluctant to see a new company operating in competition to Cunard White Star. The Bank of England refused him a loan.
The looming Second World War put paid to his intentions – Bustard was called up to the army reserve. During the war, he was present at the trials of landing craft loading and unloading vehicles on the beach at New Brighton, and after the war, in 1946, Bustard concentrated on vehicle-carrying ferries to operate on the short sea routes across the North Sea.
Atlantic used chartered converted tank carriers, 3519, 3534 and 3512, to start a service from Tilbury to Hamburg, predominantly for freight. Twelve years after being founded, Atlantic sailed its maiden voyage in 1946, using the converted 3519, now renamed Empire Baltic. Two years later, the world's first commercial RORO service was established by Atlantic when the Empire Doric sailed between Preston, Lancashire and Larne.
A service to Rotterdam was established in 1960, also mainly for freight, and this lasted for six years. Atlantic's Felixstowe–Rotterdam services, developed in 1964, and Felixstowe–Antwerp service in 1965, had led to the demise of the Tilbury operations. All services from Tilbury ended in 1968 as they became uneconomical. In 1968, Atlantic became part of the National Freight Corporation. The seven ships which had been its fleet all gave a nod to ships of the White Star Line.
Southampton based Otto Thoresen Shipping Company was set up in 1964 by a group of Norwegian investors. The Norwegian registered company operated RORO Services between Southampton and Cherbourg and Southampton and Le Havre. Thoresen Car Ferries, a wholly British-owned subsidiary company, was formed as an agent for these RORO services in the UK. Services began that same year with the ferries Viking I and Viking II. A year later these two ferries were joined by Viking III and Viking IV. The ferries were so named to reflect the company's Scandinavian origins.
These three major players eventually became the same group in 1971 after a series of acquisitions by George Nott Industries, formerly Monument Securities, incorporated in 1935. Monument acquired all the capital of Townsend in 1959. It then acquired Otto Thoresen in 1968, liquidating the company but retaining its subsidiary Thoresen Car Ferries. With the merging of the two major ferry companies, George Nott changed its name to European Ferries Ltd (EFL). With the takeovers of the Stanhope Steamship Company Ltd, Monarch Steamship Company Ltd and Atlantic in 1971, the company used the name Townsend Thoresen to market their combined ferry services.
There were two types of traffic carried by EFL – freight and tourist. Freight comprised commercial road haulage vehicles and the importing and exporting of new cars. The vessels assigned to carry predominantly freight were mostly multi-purpose RORO ferries or purpose-built ferries. Tourist traffic was classified as foot passengers, cyclists and accompanied vehicle traffic, including the drivers and passengers of cars, coaches and caravans. Tourist traffic also included both pleasure and business travellers. These journeys were mostly undertaken by multi-purpose RORO or passenger and vehicle ferries.
The decline of cross-Channel overall profits in 1980 was blamed on the fall in freight due to the recession, competition and a blockade by French fishermen. EFL, on the other hand, enjoyed a 50 per cent rise in tourist traffic in 1980 compared to the previous year, with the Dover routes accounting for almost all shipping profits that year.
In the late 1970s the competition for cross-Channel passenger and cargo traffic in the Dover Straits was fierce. Most of the British short sea routes were still under the control of Sealink, the state-owned railway fleet. Freight completion had become crucial as firstly railway-owned hovercraft had grabbed a large share of the passenger market. Although a joint UK–French Government-backed scheme to build a channel tunnel between the two countries had been cancelled in January 1975, it was still anticipated that a tunnel would eventually be built, which would take an even bigger part of the passenger market. In answer to this, Sealink had planned to monopolise the market by building new ferries with double-decker vehicle decks, primarily for the Dover–Calais route, the shortest crossing between the United Kingdom and the European continent, and also the most profitable. By operating vehicles on one ferry at a time, it would ensure a high freight capacity, which was vital for business. When it learned of Sealink's plans, the Townsend Thoresen response was immediate.
Debut
Traffic figures for Dover–Zeebrugge in 1980 showed that 1,560,881 passengers had utilised the service, whilst vessels had carried 291,683 accompanied and 158,368 freight vehicles. Clearly, the Dover–Zeebrugge run was becoming very popular.
It soon became clear that the four vessels on the Dover–Calais service would need to be replaced due to the increasingly high tourist demand. EFL introduced the 'Spirit Class', three brand new, state-of-the-art ferries that would offer their passengers higher speed, greater passenger and vehicle capacity, increased catering facilities and a faster turnaround. The three new ships would sail under the orange livery of Townsend Thoresen. The 'Spirit' vessels were designed to compete against the higher operation speeds and fast loading and unloading hovercraft capabilities. Plans for the new ships showed that up to 1,325 passengers and 350 cars could be carried, with the car capacity reduced according to the number of freight vehicles, coaches or caravans taking their place.
To finance the three ships, EFL undertook additional borrowing, an investment of £51 million, which was planned to cover anticipated traffic levels throughout the 1980s. EFL claimed no more shipbuilding commitments would begin until the future of the short sea shipping market could be ascertained. Although they didn't know it, the Spirit vessels would become the last ever commissioned by EFL.
Townsend Thoresen's in-house naval architect, Wallace Ayres, designed three ferries that would be faster and more spacious, capable of making five return trips per day each, and outperforming any rivals. Ayres' ideas were unlike anything ever constructed. Ship design is usually governed by national and international regulations, with new ships making only small changes to existing designs. Ayres aimed to design ferries that would be capable of making Dover–Calais journeys of just seventy-five minutes, compared to Sealink's one-and-a-half-hour crossings, with the emphasis on carrying freight.
Townsend Thoresen placed orders for three new ferries with their favoured shipbuilders, Schichau Unterweser AG, in Bremerhaven, West Germany. To power these faster ferries, each would be propelled by three 8,000bhp, 12ZV 40/48 internal combustion diesel engines, supplied by Sulzer Bros of Winterthur, enabling a speed of 24 knots. The three engines and propellers would provide excess power to make up time for any delays. Electrical power was provided by three internal combustion driven alternators with a capacity of 1,063Kva. Emergency power was provided by diesel driven alternators with a 515Kva capacity.
The triple screw RORO passenger/vehicle ferries would weigh 7,951 tonnes gross. They were 131.9m (433ft) long, 121m (397ft) between perpendiculars and 22.7m (74ft) wide. Each of the ferries would have a capacity of 1,325 passengers and 350 cars.
The centre of gravity was kept low to enhance stability, by reducing the distance from the waterline to the lower vehicle deck on G-deck amidships. The superstructure was narrowed, with the eight lifeboats stowed in recesses on either side of the upper vehicle deck on E-deck. On C-deck, which was primarily passenger accommodation, the superstructure sloped up and outwards to maximise the space inside, then sloped back inwards again on B-deck, where the crew accommodation was situated. This gave the ferries a dynamic, modern and angular appearance.
Further innovation was in the design of the bow and stern doors, which opened up 'clam shell' style, the doors not protruding beyond the ship itself, offering both operational and safety enhancements. It appeared that Ayres achieved his vision of making these new-design ferries much different from Sealink's ferries.
For the purposes of nautical terms, 'weathertight' applies to doors and bulkheads (walls) that are only required to prevent the ingress of water from the side exposed to the weather. 'Watertight' refers to doors and bulkheads that are to keep in or keep out water. Of an all-welded steel construction, the ferries each had eight decks, above the tank top level and double bottom:
H-deck (below waterline) – sub-divided by thirteen watertight bulkheads and nine watertight doors for access between compartments. Four watertight flats were devoted to passenger accommodation (drivers' cabins) and store spaces. The compartments between the watertight bulkheads were devoted to the steering gears (bow and stern), main and auxiliary machinery, fuel and fresh water storage, sewage plant, ballast tanks and voids.
G-deck (main deck) – a through-vehicle deck enclosed by a full superstructure. There was a single watertight door at the stern with a clear opening of 8.5m × 4.73m (28ft × 15ft) and double watertight doors at the bow with a clear opening of 6m × 4.9m (20ft × 16ft).
F-deck – mezzanine level car deck with ramps leading down to each side of G-deck. An emergency generator was situated starboard side of F-deck. The remaining space on the port and starboard side was crew accommodation.
E-deck – upper vehicle deck, through-deck enclosed by side houses with weathertight doors at both ends, and a clear opening of 6m × 4.9m (20ft × 16ft).
D-deck – suspended vehicle platform on a mezzanine level with ramps leading down to E-deck.
C-deck – main passenger accommodation with cafeteria, drivers' restaurant, bar, duty-free and perfume shops, observation lounge, bureau de change and information office and galley.
B-deck – passenger lounge, Blue Riband restaurant, Salad Bowl cafeteria, bar, TV lounge, crew and officer mess rooms on port side, ratings mess room and crew accommodation on starboard.
A-deck – officers' accommodation and radio room.
Wheelhouse – on mezzanine level between decks A and B.
The access between A and G-decks was by means of staircases at the port and starboard sides at the aft end, midships and forward. The staircase at the forward went all the way from top to bottom down to H-deck.
There was more than enough lifesaving equipment for everyone on board. Eight lifeboats, four of them motorised, were stowed in the external recesses of E-deck. They could carry 630 people. Sixteen inflatable life rafts with Marine Escape Systems (MES) were installed on each side of D-deck. An inflatable slide or chute, similar to those used when evacuating aircraft, enabled passengers to slide straight into waiting life rafts. These rafts could hold a total of 672 people. Other lifesaving devices aboard included seven 'throw over' life rafts (175 people), five buoyant apparatus (70 people), twenty lifebuoys and 1,525 lifejackets (including 139 for people weighing under 32kg).
In Bremerhaven, Schichau Unterweser was able to construct each ferry in only one year. The first completed was the Spirit of Free Enterprise, launched on 21 July 1979 (Yard No. 2279) and entered into service in January 1980, nine months before Sealink's St Anselm was completed at Belfast's Harland And Wolff shipyard. The Spirit of Free Enterprise became the first passenger carrying ferry with a double vehicle deck with simultaneous double loading on the Dover Strait. Townsend Thoresen marketed the route as their 'Blue Riband Service' after the ferry claimed the record for the fastest Dover–Calais crossing by conventional ferry.
On 12 December 1979, the Herald of Free Enterprise was launched (Yard No. 2280) and the Pride of Free Enterprise on 31 May 1980 (Yard No. 2281). The Pride was launched in a publicity stunt for BBC television.
The Herald was delivered to Townsend Car Ferries Ltd in Dover in May 1980, its official number 379260. The International Maritime Organisation (IMO) gave it the new ship number 7820405. Its call sign was GBJV. Apart from the name on her side, the Herald could be distinguished from her two sister ships by the paintwork. The bridge roof was white, along with the vents and lift housing and there were black surrounds to the bridge windows. On 29 May, the maiden voyage of the Herald took place between Dover and Calais.
In September 1980, John Hendy wrote in Sea Breezes (Vol. 54, No. 417) about a record-breaking crossing of the Herald on 10 July, during a Force 8 gale. The new ferry had beat by one minute the personal best record held by the Spirit, making it from Dover to Calais in fifty-four minutes and fifty-three seconds.
In early December 1982, the Herald suffered damage in a collision with a pier. It necessitated a visit to her builders in Bremerhaven at the end of January 1983 to replace plating on the starboard side and to straighten out deck plating. Two years later she went for refit. In February 1987, it was announced that during the refit planned for early March, a dedicated video lounge and additional passenger cabins would be fitted in the area of the present B-deck bar. The refit was scheduled to take place after completing her Zeebrugge–Dover voyage on 6 March.
The lower vehicle deck bow doors of the 'Spirit Class' sister ships were built by Cargospeed on Clydeside, Scotland, which ceased trading in the 1980s. They were designed to swing horizontally on vertical axes on radius arms. They were stowed against the ship's sides when open, and when closing, the doors would meet at the centre point.
(Continues...)
Excerpted from Ninety Seconds at Zeebrugge by Iain Yardley. Copyright © 2014 Iain Yardley. Excerpted by permission of The History Press.
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Table of Contents
Contents
Title Page,Dedication,
Acknowledgements,
1 Beginnings,
2 Disaster,
3 Rescue,
4 Aftermath,
5 Answers,
6 Legacy,
Bibliography,
Glossary and Abbreviations,
Plates,
Copyright,