Upon completion of the prototype SR.N4, Charles Anthony Brindle, the Managing Director of British Rail Hovercraft, was responsible for establishing the first cross-Channel route for scheduled services by the type.
In October 1966, Brindle and several engineers surveyed several potential sites on both the British and French sides of the English Channel using an SR.N6 to determine their suitability for the hovercraft service, which had been given the name Seaspeed.
Amongst the most suitable candidates had been Dover or Folkestone on the English side and Calais or Boulogne on the French side.

It was soon determined that Dover and Boulogne would be the preferable option for the maiden route, a decision that had been motivated in part by the local Chamber of Commerce having agreed to build a suitable hoverport to readily facilitate such operations.
As there was no funding available for pre-service passenger trials, the opening season of active operations effectively served as a continuation of the trials activities as well.
Brindle was aware that BHC would not be paid until the SR.N4 was in service, and thus there was a considerable emphasis placed on getting the craft ready for commercial use right at the point of delivery.

In August 1968, the first SR.N4 entered commercial service with the Princess Margaret being initially operated by Seaspeed between Dover and Boulogne, but later craft also traversed the Ramsgate (Pegwell Bay) to Calais route as well.
In 1971, the Princess Margaret featured in the James Bond film "Diamonds Are Forever".
The journey time from Dover to Boulogne was roughly 35 minutes, with six trips per day being conducted at peak times.
The fastest ever crossing of the English Channel by a commercial car-carrying hovercraft was 22 minutes, achieved on 14 September 1995 by the SR.N4 Mk.
III Princess Anne on its 10:00 a.m. service.

In 1972, the first SR.N4s were temporarily withdrawn for conversion to Mk.
II specification which would provide for seven further car spaces and 28 more passengers.
The first of the enlarged craft, the Swift, entered service at the beginning of February 1973.
The capacity increase was achieved by removing an inner passenger cabin in order to accommodate the extra cars and widening the outer passenger cabin: this was achieved without changing the overall footprint of the craft.
New aircraft-style forward-facing seats created an atmosphere of enhanced sophistication, and a redesigned skirt was intended to reduce window spray, enhancing the view out for passengers, and to give a smoother ride in rough seas: contemporary reports nevertheless commented on the "unsprung" nature of the ride.

After 1976, a pair of SR.N4s were refitted with new deep skirts and stretched by almost 56.1 ft (17.1 m), increasing capacity to 418 passengers and 60 cars at the cost of a weight increase to roughly 320 t (315 long tons).
To maintain speed, the engines were upgraded to four 3,800 shaft horsepower (2,834 kW) models, which were fitted with four 21 ft (6.4 m) diameter steerable Dowty Rotol propellers.
The work cost around £5 million for each craft, and they were designated Mark IIIs; the improvements allowed them to operate in seas up to 11 ft 6 in (3.5 m) high and with 57.5-mile-per-hour (92.5 km/h) winds.
The stretched SR.N4s (Super-4's) was the world's largest hovercraft, and continued to be until the Russian Zubr class LCAC hovercrafts' arrival early in the 21st century.

The two main commercial operators (Hoverlloyd and Seaspeed) merged in 1981 to form Hoverspeed, which operated six SR.N4 of all marks.
In all operations, while the craft were occasionally damaged, there was loss of life only once when, on 30 March 1985, the Princess Margaret was blown onto a breakwater at Dover and four passengers were killed.
The last of the craft was withdrawn from service in October 2000 and Hoverspeed itself ceased operations in November 2005.
Upon completion of the prototype SR.N4, Charles Anthony Brindle, the Managing Director of British Rail Hovercraft, was responsible for establishing the first cross-Channel route for scheduled services by the type. In October 1966, Brindle and several engineers surveyed several potential sites on both the British and French sides of the English Channel using an SR.N6 to determine their suitability for the hovercraft service, which had been given the name Seaspeed. Amongst the most suitable candidates had been Dover or Folkestone on the English side and Calais or Boulogne on the French side.
It was soon determined that Dover and Boulogne would be the preferable option for the maiden route, a decision that had been motivated in part by the local Chamber of Commerce having agreed to build a suitable hoverport to readily facilitate such operations. As there was no funding available for pre-service passenger trials, the opening season of active operations effectively served as a continuation of the trials activities as well. Brindle was aware that BHC would not be paid until the SR.N4 was in service, and thus there was a considerable emphasis placed on getting the craft ready for commercial use right at the point of delivery.
In August 1968, the first SR.N4 entered commercial service with the Princess Margaret being initially operated by Seaspeed between Dover and Boulogne, but later craft also traversed the Ramsgate (Pegwell Bay) to Calais route as well. In 1971, the Princess Margaret featured in the James Bond film "Diamonds Are Forever". The journey time from Dover to Boulogne was roughly 35 minutes, with six trips per day being conducted at peak times. The fastest ever crossing of the English Channel by a commercial car-carrying hovercraft was 22 minutes, achieved on 14 September 1995 by the SR.N4 Mk.III Princess Anne on its 10:00 a.m. service.
In 1972, the first SR.N4s were temporarily withdrawn for conversion to Mk.II specification which would provide for seven further car spaces and 28 more passengers. The first of the enlarged craft, the Swift, entered service at the beginning of February 1973. The capacity increase was achieved by removing an inner passenger cabin in order to accommodate the extra cars and widening the outer passenger cabin: this was achieved without changing the overall footprint of the craft. New aircraft-style forward-facing seats created an atmosphere of enhanced sophistication, and a redesigned skirt was intended to reduce window spray, enhancing the view out for passengers, and to give a smoother ride in rough seas: contemporary reports nevertheless commented on the "unsprung" nature of the ride.
After 1976, a pair of SR.N4s were refitted with new deep skirts and stretched by almost 56.1 ft (17.1 m), increasing capacity to 418 passengers and 60 cars at the cost of a weight increase to roughly 320 t (315 long tons). To maintain speed, the engines were upgraded to four 3,800 shaft horsepower (2,834 kW) models, which were fitted with four 21 ft (6.4 m) diameter steerable Dowty Rotol propellers. The work cost around £5 million for each craft, and they were designated Mark IIIs; the improvements allowed them to operate in seas up to 11 ft 6 in (3.5 m) high and with 57.5-mile-per-hour (92.5 km/h) winds. The stretched SR.N4s (Super-4's) was the world's largest hovercraft, and continued to be until the Russian Zubr class LCAC hovercrafts' arrival early in the 21st century.
The two main commercial operators (Hoverlloyd and Seaspeed) merged in 1981 to form Hoverspeed, which operated six SR.N4 of all marks. In all operations, while the craft were occasionally damaged, there was loss of life only once when, on 30 March 1985, the Princess Margaret was blown onto a breakwater at Dover and four passengers were killed. The last of the craft was withdrawn from service in October 2000 and Hoverspeed itself ceased operations in November 2005.
SR.N4