The M/S "Estonia" sank in
the Baltic sea on 28 September 1994 under mysterious
circumstances. 852 persons died. Immediately, without any
evidence, the authorities stated that the defective bow
visor had caused the accident. However it seems that the
visor had nothing to do with the accident but was simply
removed
from the
wreck under water a few daysafter the
sinking - so you could blame the accident on the visor. It
explains all official lies and false information about the
sinking presented 1994-2006. To support the official lies
many rescued Estonian crewmembers were kidnapped
and reported as dead by the authorities. Other Estonian
crewmembers were forced to
lie about
what happened. All information was then falsified to support
the official story about the visor. One reason was to hide
the simple basic fact that the vessel was unseaworthy with
incorrect hull subdivision against sinking, too many open,
watertight doors, 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. 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). However the technical investigations continue 2006 -
one Estonian government commission and one Estonian
parlamentary commission are reviewing old false information
and new proven facts provided by, i.a. this writer and shall
report end 2006; two international research
consortia are
investigation how the M/S Estonia actually sank based on all
now available information, i.a. this writer's, and shall
report 15 September 2006, 15 March and 15 September 2007, 15
March 2008 with final report 15 September 2008; the
Swedish Criminal Analysis Laboratory at Linköping,
Sweden, shall investigate whether original underwater films
have been tampered with and shall report November 2006 how
it will proceed and finally a number of independent
researchers continue their serious work and report
regularly, e.g. on the Internet. None of these bodies are
any longer considered as 'conspiracy theorists' as
previously announced by the Swedish authorities. It should
be quite clear that all doubts about the official
announcements 1994-1997 are today well founded. Strangely
enough public media does not follow up.
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
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
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
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
Price :- SEK 100:- GBP 10:- , Hard copies
available from (FF100:- incl. postage):-
Björkman, 6, rue Victor Hugo, F 06 240 Beausoleil,
France
Editions EGC
ISBN 2-911469-09-7
Imprimé par MultiPrint - Monaco,
1998.
