Matt Murtland Collection

Steel twin screw motor vessel built by Chantiers Reunis Loire-Normandie, Rouen (Yard No. 310) in 1958 for French National Railways (SNCF) Calais-Dover cross-Channel service. Engined by Societe Generale de Constructions Mecaniques, La Corneuve. Launched March 7^th , 1958.

D i m e n s i o n s / T e c h n i c a l  D a t a

Registry - Calais (1958 - 1981)

IMO Number - 5077905

Length on deck - 115.03m (377 ft) (overall)

109m (357.6 ft) (between perpendiculars)

Breadth of hull - 8.35m (60.1 ft) (extreme)

(58.3 ft) (moulded)

Depth - 6.4m (21 ft) (moulded)

Draught - (13.1 ft) (maximum)

Tonnage - 3,467 gross

692 net

700 deadweight

Engines - Two 16-cylinder Pielstick four-stroke single acting diesels

Power - 9,000 bhp

Speed - 20 knots

Capacity - 1,000 passengers

164 cars

Call Sign - FNAX (1958 - 1981)

H i s t o r y / R e m a r k s

June 10^th 1957: Keel was struck.

March 7^th 1958: Launched, the first such French ferry boat to ply between Dover and Calais, and also the first of its type to be built in France

July 7^th 1958: Trials and first arrival at Calais.

July 7th 1958: Delivered to Société Anonym de Gérance et d'Armement (SAGA), Calais, France.

………one of the first anywhere to be fitted with the now standard variable-pitch propellers and bow thrusters directly controlled from the bridge. COMPIEGNE had the usual complement of passenger amenities, including bar, snack bar, restaurant and duty free shop. The cost of lunch in the restaurant was 7s 6d (9 shillings if you wanted the pate de frois gras). Afternoon tea could be taken on board for 2s 6d, served to you at your white-linen-covered table.

Stéphane Poulain Collection

“The COMPIEGNE boasted a second unusual feature in that she was fitted with a stern bridge for use in navigating astern in Calais and Dover. From this vantage point, the Captain would be able to see the ships stern and link-span towards which he was directing his vessel. “Full Ahead” could be ordered at the appropriate time in order to stop the ship, moor her and to lower the link-span onto the vehicle deck for disembarkation……..

© Skyfotos, Nigel Thornton Collection (left) and Nigel Thornton Collection (right)

The view from the traditional bridge wing position (forward) did not always allow the Master a clear view of his ships stern. For added safety and manoeuvrability, the COMPIEGNE boasted a third innovation in that she was fitted with bow-thrusters which pushed the ship gently away from or towards the quayside when berthing. Again this is now a standard fixture on all modern vehicle ferries but the French vessel was the first in the Channel to be so fitted. Fourthly, the new French ship was the first Channel ferry to be built of all welded construction - a tremendous advance that allowed a degree of prefabrication .”

July 18^th 1958: Maiden voyage Calais - Dover

July 23^rd 1958: Made a short trip around the Goodwin Sands for guests and harbour officials of the two ports.

July 22nd 1958: Commenced service between Calais - Dover.

Nigel Thornton Collection

October 12th 1958 - January 1959: Operated between Boulogne - Dover.

November 1969: It was announced that British Rail’s Shipping and International Services Division (S.I.S.D.) had adopted the new brand name Sealink and as a consequence all vessels would, in the future, be painted in the new house colours. Her funnel was painted red and her hull blue.

© Ted Ingham

October 2^nd, 1969 - January 1970:Owing to the increase in commercial traffic it was found that the ship could not accommodate vehicle trailers and, as a direct result, she had her car deck raised by 50cm at Chantiers de Normandie, Le Havre, France.

February 2^nd 1972 - February 4^th 1972: Operated between Newhaven - Dieppe.

October 1st 1974: Taken over by Société Nationale des Chemins de Fer Francais, Dieppe, France. (S.N.C.F.)

Nigel Thornton Collection

January 1978: HORSA became entangled with the offshore wires after she had dropped anchor while attempting to berth at the Admiralty Pier at Dover. At low water, and with a heavy swell running the ship was unable to move and battered her bow against piles and dolphins at the ramp. She was eventually towed off and sent to Calais for repairs, the berth being out of use for over a month. The HENGIST was slipped into her sisters roster. The S.N.C.F. ship COMPIEGNE filled in for her while the NORMANNIA was hastily recalled from Newhaven until the HORSA returned on January 20^th

May 1980: She was off service with engine trouble for the first half of the month.

© Gary Davies (Maritime Photographic)

September 27^th 1980: Last sailing from Dover (Eastern Docks) to Boulogne, after which she sailed directly to Calais for lay-up.

September 30^th 1980: Required to stand-in until the HORSA returned on October 7^th.

October 7th 1980: Final service between Calais - Dover. Thereafter laid up.

February 1981: One final fling, covered for the CHARTRES and then the CHANTILLY when she went off for her refit. The latter was due back on February 21^st ,when the COMPIEGNE was to resume her lay-up awaiting sale.

February 1981: Operated between Dieppe - Newhaven for a brief period.

February 26^th 1981: Finally finished her service with Dover to Calais then continued her lay-up pending sale.

© Ted Ingham

May (end), 1981: The Calais-Dover vessel CHARTRES damaged herself in her home port and retired to the local dry dock. Resulting from this , the CHANTILLY was switched to take her roster and out of retirement yet again came the COMPIEGNE for a 10-day spell. Expected that the vessel will be retained as a stand-by until September (1981).

June 12^th 1981: SAINT GERMAIN went off service with engine troubles and did not return until June 27. This brought about the transfer of the Dover-Calais vessel CHARTRES as from June 17 while the CHANTILLY came across and stood in for her. Out of retirement for the third time came the COMPIEGNE which substituted on her Dover and Folkestone schedules.

August 1981: Sold to Calypso Shipping, Monrovia, Liberia with delivery to take place on October 20^th.

September 27^th 1980: Final day in Channel operation. Had made the crossing 22,712 times.

October 20^th 1981: Taken over by her new owners. Renamed IONIAN GLORY.

October 24^th 1981: Left Calais for Piraeus.

1982: Transferred to the Greek ships register.

June 11^th 1982: Commenced service for Strintzis Lines between Brindisi - Korfu - Igoumenitsa - Patras.

Nigel Thornton Collection

December 1983: Helped to evacuate Palestinians from Beirut.

July 1984: Commenced service between Patras - Zakinthos - Simi - Kefalonia - Brindisi.

1987: Operated between Ancona - Split.

1988: Chartered to Seven Island Lines, operated between Patras - Kefalonia - Paxi - Igoumenitsa - Korfu - Brindisi.

1989: Sold to Vergina Lines, Limassol, Cyprus. Renamed QUEEN VERGINA. Operated between Pireus - Haifa.

© A. Scrimali

1995: Sold to Waad Shipping Co. Ltd

1990: Sold to Liano Shipping Ltd Valetta, Malta. Renamed FREEDOM I.

© Ton Grootenboer

1989: Sold to Vergina Lines, Limassol and renamed QUEEN VERGINA

1990: Sold to Liano Shipping Ltd Valetta, Malta renamed FREEDOM I and it is under that name that she remained laid up in Elefsis. Substantially altered since her sale to Greece, she was nonetheless recognisable and, even though her future can surely consist only of a final voyage to a scrap yard, the lengthy lay-up and long expectation of a rise in the value of scrap metal which has characterised Greek ship owners calculations may see this delayed for many years to come.

May 29^th 1990 - April 19^th 1991: Chartered to Malmo District Authority as a refugee accommodation vessel in Malmo.

1991: Arrived in Greece to be laid up.

1994: Owners went bankrupt and she was sold in auction.

1994: Sold to Sparbanken, Stockholm, Sweden.

1994: Sold to Raneem Shipping & Maritime Transport, Jeddah, Saudi Arabia. Renamed KATERINA.

Operated as a pilgrim ship around the Red Sea.

1995: Sold to Waad Shipping Co. Ltd., Honduras. Renamed ALAMlRA.

1995: Laid up in Alexandria, Egypt.

All information is believed to be correct and no responsibility is accepted for errors and omissions.

We would like to thank: Ton Grootenboer, Ted Ingham, Matt Murtland, Stéphane Poulain and Andreas Wörteler for there assistance in producing this feature.

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