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The biggest Fraud in Maritime History |
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Submarine Collision - North Baltic Sea - 28 September 1994 - 00.55 hrs According to the official report and findings December1997 the M/V Estonia lost its bow visor in the Baltic at 01.15 hrs on 28 September 1994 after >20 minutes of alleged heavy wave impacts, metallic noise and structural destruction at the bow that nobody aboard actually bothered about. The visor fell off, we are told, and ripped open the superstructure bow ramp, we are supposed to believe. Water came then into the superstructure at the bow due to pitching and forward speed during two minutes and caused the vessel to list - suddenly or slowly between 01.15-01.17 hrs - and to sink 50 minutes later with the loss of >850 persons. Why and how the vessel would sink was never explained. With a certain amount of water loaded in the superstructure you would expect the vessel to capsize and float upside down. It didn't happen. And if that didn't happen, you would have expected all water in the superstructure to flow out, when the vessel stopped. It didn't happen either. The Swedish government actually ordered on 28 September 1994 a false accident investigation to be carried out. The objective was to blame the accident on the visor and its faulty lock design ... and to forget the following:
The submarine has in the meantime contacted its HQ and reported that it is damaged and cannot move. It is ordered to sink to the bottom and remain hidden and not to participate in the rescue action. This is the vessel M/S Mariella spotted on the radar at 01.47 hrs and then sees disappearing at 01.50 hrs. The Swedish government was informed of the accident already at 02.00 hrs. The exact position of the wreck is known. A meeting is set up at Turku, Finland to discuss the matter with the Estonian and Finnish prime ministers later in the day, when it is agreed to blame the accident on the visor only. Selected crew members are told to state that they heard a big noise and that they had seen water entering the superstructure deck 2 at the closed but leaking bow ramp. They are told not to mention massive water leakage on deck 0 and starting the bilge pumps and failure to close watertight doors, etc. Media is told to report that the visor had fallen off due to bad weather and that ships sink due to such happening. Master Avo Piht attending the meeting disagrees. Also C.Eng. Leiger disagrees. In order to silence these two witnesses and persons knowing they survivied, they are all isolated from the public. The Swedish government then arranges a secret dive expedition to the wreck end September. The result is that the visor partly damaged due to collision is seen still hanging on the bow and that the ramp is closed. It is decided to remove the visor from the wreck in order to blame the accident on the visor. On 30 September the Finns, responsible for the search, announce that they have found the wreck using sonar. A false wreck position is announced a mile NE of the real position. The Finns film the wreck for 16 hours on 1-2 October using two ROVs and announce that the visor is missing from the wreck, which is not true. The films are later edited to 7 hrs 30 minutes not to show any pictures of the visor at the wreck. The official story is that the visor is missing and that a search is being carried out for it. 3-8 October the visor, partly damaged due to the collision, is removed from the wreck and falls to the bottom below the bow of the wreck. 9 October the Finns film the wreck again using ROV. Also the visor on the sea floor below the bow of the wreck is filmed. The latter film is later destroyed. 17 October the Finns announce that the visor has been found using sonar. The location is a mile west of the wreck. Both informations are of course false. The visor was found and filmed at the wreck. End October the damaged submarine is towed out of the Baltic through the Sound between Sweden and Denmark. Mid-November the visor is salvaged at the wreck and brought to Turku. At inspection of the visor it is announced that it has simply fallen off the ferry due to enormous wave impacts having damaged its poorly designed securing and hinge arrangements. Mid-December the true wreck position and a false position, where the visor was alleged to be found and salvaged, are announced. The serious work to produce a false accident report starts in December 1994, which lasted until December 1997. The scenario has now changed. The visor ripped the bow ramp fully open at 01.15 hrs. But it is not easy to write a false report. The report includes falsified model tests showing frequent bow impacts >600 tons damaging the visor and later knocking it off in the alleged weather. It includes falsified structural analysis reports how these false wave loads damage the visor locks and hinges. It includes falsified stability calculations with water loaded on superstructure deck 2, where it is stated that the vessel floated on the deck house, decks 4-8. It includes falsified testimonies aboard the vessel about events prior to and after the alleged loss of the visor at 01.15 hrs. All testimonies about a collision at 00.55 hrs are conveniently hidden. It includes testimonies and other info about the vessel being in perfect condition prior to the accident. It includes manipulated reports about persons being rescued. It includes a totally false plot of the sequence of events between loss of visor and sinking showing the vessel drifting for 30 minutes to reach the wreck position. Every essential information in the Final report of the accident investigation is false. It is quite easy to prove in any court of law. It is the biggest fraud in maritime history. You can read about it in my book Disaster Investigation issued 2001 when I didn't know that the Estonia collided with a submarine. The cover-up was done by criminal civil servants of three (or four or five) countries assisted by the media. Contact anders.bjorkman@wanadoo.fr
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