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Description
On March 6, 1987, The MS Herald of Free Enterprise, a ferry that was traveling an unusual route between Dover and Zeebrugge, encountered serious problems with its operational procedures and design, which ultimately caused it to capsize and result in multiple fatalities.

The cause was errors made as the ship departed Zeebrugge. When the ferry released its moorings, Mark Stanley, the assistant boatswain who was essential in shutting the bow doors before departure, was asleep. Leslie Sabel, the first officer in charge of making sure the doors were shut, mistakenly thought Stanley was on deck. Because of the ship's layout, the captain, David Lewry, believed the doors were closed since he couldn't see them from the helm and there were no indicator lights.

The doors to the vehicle deck were left open, and water started to flood it as the boat sailed away from Zeebrugge. The ship listed to port in less than ninety seconds, capsizing and only sparingly turning to avoid total submersion. Nineteen people lost their lives in the accident, many of them from hypothermia in the icy waters.

The ensuing inquiry turned up a litany of mistakes and structural problems. The main causes, according to the Court of Inquiry, were Stanley's neglect to close the bow doors, Sabel's insufficient oversight, and Lewry's departure without making sure the doors were closed. The main reasons for the incident also included a lack of communication and a tense relationship between Townsend Thoresen's shore-based supervisors and ship operators.

The absence of watertight compartments on the vehicle decks, which allowed water to flow freely, and the failure to make a necessary adjustment to the bow trim before departure were other criticisms leveled at the vessel's design. The calamity was exacerbated by the "squat effect" in shallow seas, which further decreased the amount of space between the bow doors and the water line.

Following this, 187 findings of unlawful killing were returned by a coroner's inquest. The inability to link specific persons' carelessness to the seven people involved, including the man who left the door open to the charges of gross negligence and homicide, caused the case to be acquitted. However, it established a precedent for corporate manslaughter as a crime. Regulations governing marine safety and business procedures were modified as a result of the accident. The captain and the officer were suspended. There are no lawsuits.

Smit-Tak Towage and Salvage successfully salvaged the Herald of Free Enterprise, renaming it Flushing Range and selling it for scrap. The company rebranded and reaffirmed its commitment to safety, replacing the Townsend Thoresen name. Since 2002, P&O Ferries has now controlled Townsend Thoresen, which has prioritized safety precautions and helped shape marine safety regulations, ensuring the ship's return to the water and the collection of trapped bodies.

Description
On March 6, 1987, The MS Herald of Free Enterprise, a ferry that was traveling an unusual route between Dover and Zeebrugge, encountered serious problems with its operational procedures and design, which ultimately caused it to capsize and result in multiple fatalities.

The cause was errors made as the ship departed Zeebrugge. When the ferry released its moorings, Mark Stanley, the assistant boatswain who was essential in shutting the bow doors before departure, was asleep. Leslie Sabel, the first officer in charge of making sure the doors were shut, mistakenly thought Stanley was on deck. Because of the ship's layout, the captain, David Lewry, believed the doors were closed since he couldn't see them from the helm and there were no indicator lights.

The doors to the vehicle deck were left open, and water started to flood it as the boat sailed away from Zeebrugge. The ship listed to port in less than ninety seconds, capsizing and only sparingly turning to avoid total submersion. Nineteen people lost their lives in the accident, many of them from hypothermia in the icy waters.

The ensuing inquiry turned up a litany of mistakes and structural problems. The main causes, according to the Court of Inquiry, were Stanley's neglect to close the bow doors, Sabel's insufficient oversight, and Lewry's departure without making sure the doors were closed. The main reasons for the incident also included a lack of communication and a tense relationship between Townsend Thoresen's shore-based supervisors and ship operators.

The absence of watertight compartments on the vehicle decks, which allowed water to flow freely, and the failure to make a necessary adjustment to the bow trim before departure were other criticisms leveled at the vessel's design. The calamity was exacerbated by the "squat effect" in shallow seas, which further decreased the amount of space between the bow doors and the water line.

Following this, 187 findings of unlawful killing were returned by a coroner's inquest. The inability to link specific persons' carelessness to the seven people involved, including the man who left the door open to the charges of gross negligence and homicide, caused the case to be acquitted. However, it established a precedent for corporate manslaughter as a crime. Regulations governing marine safety and business procedures were modified as a result of the accident. The captain and the officer were suspended. There are no lawsuits.

Smit-Tak Towage and Salvage successfully salvaged the Herald of Free Enterprise, renaming it Flushing Range and selling it for scrap. The company rebranded and reaffirmed its commitment to safety, replacing the Townsend Thoresen name. Since 2002, P&O Ferries has now controlled Townsend Thoresen, which has prioritized safety precautions and helped shape marine safety regulations, ensuring the ship's return to the water and the collection of trapped bodies.