Lies and Truths about the M/V Estonia Accident

by Anders Björkman M.Sc., Naval Architect
January 1998

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 20 years have passed since M/S Estonia sank due to hull leakage below waterline 28 September 1994 probably due to sabotage. The ship carried military cargo protected by Swedish police and military aboard. The ship was not seaworthy at departure due to lack of correct lifesaving equipment and watertight hull subdivision. A false cause of incident was invented; a weak bow visor that dropped off. The cover-up of the incident is a success.

852 persons drowned and died. We are told!

Immediately, without any evidence, the Estonian, Finnish and Swedish authorities concerned announced that the defective bow visor had caused the accident. Waves had knocked off the visor at sea and had pulled open a ramp so that sea water had flooded the superstructure 2.5 meters above waterline and the crew had heard nothing. As a result the ship capsized ... and sank.

The bow visor was a forward moving part of the ship superstructure high above waterline to keep the ferry looking nice. The ferry could have sailed around without bow visor but with closed ramp and nothing would happen.

But the Estonian, Finnish and Swedish authorities told the world that the accident was caused by the bow visor! Big waves had ripped apart the visor locks and the visor had fallen off the ship. Nobody heard anything.

I have tested with my own ferries what happens if you impact a big wave in severe weather. Every impact against the fore ship is extremely loud (>130 dB) and the whole ship vibrates afterwards and everybody is awake and wonders what is going on. You have to slow down! The impact is due to compressed air trapped between ship and wave. The impact force itself is nominal and of very short duration. The responsible parties just made up a false story. Like the RMS Titanic 1912 sinking explained 2013. No iceberg.

It seems that the bow visor had nothing to do with the accident, as it was simply removed from the wreck under water a few days after the sinking by Swedish naval forces supported by the Finns - so you could blame the accident on the bow visor.

It explains all official lies and false information about the sinking presented 1994-2013. To support the official lies many rescued Estonian crew members were kidnapped and reported as dead by the Finnish authorities in charge. Other Estonian crew members were forced to lie about what happened. Later it was established that the Swedish government used the vessel to carry ex USSR arms from Estonia to Sweden to be forwarded elsewhere.

All information was then falsified 1994-1997 to support the official story about the visor. One reason was to hide the simple basic fact that the ferry M/S "Estonia" was unseaworthy, with incorrect hull subdivision against sinking, with too many open, watertight doors, with incorrect life saving equipment based on the fact that 50% of all aboard was assumed to jump into the water (!), consequently no evacuation drills were never done, false certificates were issued, etc., etc.

And had the ship really capsized due to water loaded in the superstructure, it would have been floating upside down ... and not had sunk. The ship sank due to leakage below waterline.

Below book (1998), given to every Swedish MP in March that year, finally responsible for safety at sea in Sweden, was quitely ignored by them, like later books by the author - Katastrofutredning (2000), Disaster Investigation (2001) and Estoniabluffen (2003).

The technical investigations continued 2006 - one Estonian government commission and one Estonian parlamentary commission were reviewing old false information and new proven facts provided by, i.a. the writer and reportet end 2006 and early 2009; two international research consortia were investigation how the M/S Estonia actually sank based on all now available information, i.a. this writer's - here, here - May 2008; the Swedish Criminal Analysis Laboratory at Linköping, Sweden, investigated whether original underwater films have been tampered with and reported and finally a number of independent researchers continue their serious work and report regularly, e.g. on the Internet.


None of these bodies are considered as 'conspiracy theorists' as previously announced by the Swedish authorities. It should be quite clear that all doubts about the official visor announcements 1994-1997 are today well founded ... but not politically correct. It is a mystery. Why support a false cause of accident? Strangely enough public media do not follow up. Latest news 2014 are found here!

 

The ultimate manipulation - how SSPA faked the model tests

(to hide the true cause of accident!) - June 5 2008

 

Lies and Truths about the M/V ESTONIA Accident

by
© Anders Björkman M.Sc., Naval Architect
January 1998
(put on the internet May 2000, updated 2000-2004)

  Contact anders.bjorkman@wanadoo.fr

 Download whole book as pdf. here!

 

"Das wenige verschwindet leicht dem Blicke,
Der vorwärts sieht, wie viel noch übrig bleibt."

J.W.v Goethe

This book is dedicated to my friends in Egypt, particularly MH
Content
Introduction

.

Chapter 1. The Accident

.

1.1 The 'Estonia'
1.2 The Departure September 27, 1994
1.3 The Accident and the Investigation
1.4 The Commission
1.5 Changes to the Commission
1.6 Conflicts of Interest
1.7 The Meeting October 17, 1994, (Part I)
1.8 The Visor was not lost Underway
1.9 Water did not enter at the forward Ramp
1.10 The Meeting October 17, 1994, (Part II)
1.11 'One of the most probable Causes'
1.12 How the IMO was misinformed

1.13 The Visor
1.14 The Diving Survey December 3 and 4, 1994
1.15 The Meeting December 15; 1994
1.16 Strength Investigation of the Visor Locks
1.17 The Part-Report April, 1995
1.18 Resignations from the Commission
1.19 Modified Testimonies
1.20 The Final Report
1.21 Statement by Kari Lehtola, December 3, 1996
1.22 Two Versions about who were on the Bridge
1.23 The Video Films
1.24 Conclusions of Chapter 1

Chapter 2. What happened Aboard the 'Estonia'

.

2.1 Events based on Passenger Statements
2.2 Sequence of Events September 28, 1994
2.3 The Cause of the Loss of Stability
2.4 How to prevent the Accident
2.5 Could more Passengers have survived?
2.6 Could the Crew have saved the Ship?
2.7 The Master's and the senior Officers' Actions
2.8 The Bow visor Separation
2.9 The Safety Rules in Force on the 'Estonia'
2.10 The Visor Locks
2.11 The Position of the Visor
2.12 About Water flowing down to Deck no. 1

2.13 About Sailing without Visor
2.14 About Breaking the Visor Outfit
2.15 About impactive Loads on the Bow
2.16 Stability Assumptions
2.17 Elementary Stability
2.18 What caused the Leaking?
2.19 Water in the Garage?
2.20 Water on Deck no. 1!
2.21 Inner Ramp Damages
2.22 Safety in the Future
2.23 Plot of 'Estonia's last 60 Minutes

Chapter 3. Descriptions of Visor, Ramp and Damages

.

3.1 Visor Design
3.2 External Loads acting on the Visor
3.3 The Function of the Visor
3.4 The Bow Ramp
3.5 The Control Panel
3.6 The Visor in Service
3.7 The JAIC Assumptions - the Atlantic Lock
3.8 The JAIC Assumptions - the Side Locks
3.9 The JAIC Assumptions - the Deck Hinges

3.10 The JAIC Assumptions - the Inner Ramp
3.11 The JAIC Assumptions - Ramp Opening
3.12 The JAIC Assumptions - Loss of the Vessel
3.13 The German Group of Experts
3.14 The actual Condition of the Visor
3.15 The actual Condition of the Ramp
3.16 The German Allegations - the Visor
3.17 The German Allegations - Water on Car Deck
3.18 The Sauna and no. 1 Deck was flooded

Chapter 4. The Final Report

.

4.1 The Final Report
4.2 The Accident according to the JAIC
4.3 Ownership and Operating History
4.4 The Vessel and its Stability
4.5 Operations on Board
4.6 The Circumstances of the Voyage/Stability
4.7 Summary of Testimonies by Survivors
4.8 Limitations of the Diving Survey
4.9 Destruction of Evidence
4.10 Visor was stricken off Sideways
4.11 Ramp Damages
4.12 The Visor Bottom Lock
4.13 The Visor side Locks

4.14 Diving Inspection - the Garage not inspected?
4.15 International Co-operation
4.16 The 'Herald of Free Enterprise'
4.17 Forces and Moments acting on the Visor
4.18 Simulation of Flooding /Sinking of the Vessel
4.19 Water Inflow Simulations
4.20 Development of the List and the Sinking
4.21 The Sinking - Water on the Car Deck
4.22 Personal Reflections
4.23 Failure Sequence of Bow Visor and Ramp
4.24 The Findings
4.25 Improved Safety after the Accident

Chapter 5. How the Safety was reduced

.

5.1 International Work for improved Safety
5.2 Existing Rules - Solas Regulations II-1/23-2
5.3 The IMO MSC - the Panel of Experts
5.4 Shell Door s- Solas Regulations II-1/18 and 20
5.5 Stability - Solas Regulations II-1/8, 8-1 and 8-2
5.6 Bulkheads - Solas Regulations II-1/15
5.7 WT Decks - Solas Regulations II-1/19.2/3
5.8 WT Integrity - Solas Regulations II-1/20-2
5.9 Closure of Bulkheads - Solas Regs. II-1/20-4

5.10 Bilge Pumping - Solas Regulations II-1/21
5.11 Escape Routes - Solas Regulations II-2/28- 1
5.12 Discharges - Solas Regulations II-2/37.2.1.2
5.13 Liferafts - Solas Regulations III/24-1.2
5.14 Rescue Boats - Solas Regulations III/24-1.3
5.15 Rescue - Solas Regulations III/24-1.4
5.16 Annex 5, Resolutions ...... 29 November, 1995
5.17 The Work of the Panel of Experts

Chapter 6. Conspiracy and other Theories

.

6.1 Conspiracy
6.2 Hole in the starboard Side
6.3 The Felix Report

6.4 Blackmail
6.5 The US Connection
6.6 How to eliminate Conspiracy Theories

Chapter 7. References and Appendix

.

Price :- SEK 100:- GBP 10:- , Hard copies available from (10:- incl. postage):-
Björkman, 6, rue Victor Hugo, F 06 240 Beausoleil, France
Editions EGC
ISBN 2-911469-09-7
Imprimé par MultiPrint - Monaco, 1998.

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