This thread is exposing media fakery of the M/S Costa Concordia
incidents 13-14 January 2012. In the beginning many observers incl. SS thought that the incidents had not happened at all but a trip to Isola del Giglio confirmed that the ship was in fact resting 70% below water just outside the port.
Media was evidently on the spot and reported January 2012 that it was all the fault of the Master, etc. And the media fakery continues, e.g. 29 October 2013
, that something like the following happened 21 months earlier:
"the ship collided with a reef (sic) off the Tuscan island of Giglio (13 January 2012), killing 32 people"
(http://news.yahoo.com/photos/captain-fr ... 12243.html
"the cruise ship ran aground (13 January 2012) off the north-west (sic) Italian coast."
"the vessel capsized (correct - but it happened 14 January 2012 ... and why?) … Some 32 people died when the boat hit a reef and partially sank (what?) on 13 January 2012 off the Tuscan island of Giglio."
(http://www.theguardian.com/world/2013/o ... tain-lover
CNN got it almost right 30 October 2013:
"The cruise liner capsized after it struck rocks (sic) off Italy's Giglio Island in the Tyrrhenian Sea in January 2012, killing 32 of the 4,200 people on board."
(http://edition.cnn.com/2013/10/29/world ... dia-trial/
In the real world the following appears to have happened:
Half an hour after midnight 14 January, 2012, the Italian flag (international, cheap flag of convenience register) cruise ship M/S Costa Concordia capsized
outside Isola del Giglio, Italy. The floating vessel lost stability, crashed onto the shore at ~90° heel and the hull was down flooded. The ship then sank on the sloping rocky sea floor with ~65° heel and slid down and away from shore until coming to rest with ~30% of the ship above water. 32 people drowned incl. 26 passengers on 14 January, 2012.
Two hours and 45 minutes earlier there had been an accidental contact
between a hidden rock about six meters depth 100 meters off the shore and the ship that was executing a planned change of heading, when nobody died. The port side was ripped open over 36.5 meters and four hull compartments were up flooded. The ship remained stable and floating. It appears that the cause of the contact
was a strange maneuver of the ship by a foreign helmsman not understanding the orders yelled by the Master. What really happened prior contact is not known.
In the almost 3 hours time between the accidental contact
and the capsize
incidents the ship's crew, responsible for the safety of the passengers, failed to (A) muster, (B) escort to and (C) embark all passengers into the life saving appliances on the embarkation deck port and starboard to abandon the damaged but floating ship and to (D) bring them to safety.
Reason was apparent lack of skilled crew and training. The crew did not know how to launch the life rafts that should save >1 000 persons and crew were missing to launch lifeboats. The shipowner had not provided the necessary crew and training had not been done. A majority of the non-Italian crew on the ship worked under slave conditions - 77 hrs/week at 1 $/hour during 11 months and then a short vacation, maybe, etc, etc. Most crew didn't speak the working language, Italian, aboard. Media would never report this. The Master was evidently also aware of the bad conditions and the lack of skilled crew and training but apparently he approved the crew provided by the shipowner and its standard. The Master probably didn't dare to criticize the shipowner.
In the meantime progressive flooding through illegal watertight doors reduced ship's stability to zero leading to capsize. The shipowner had 2005 decided that it was necessary to have 25 watertight doors in the ship in spite of the fact that they were not permitted by SOLAS safety rules. The Master probably knew what would happen with open, illegal watertight doors aboard, as he ordered them to be closed after the contact (the Master knew the doors were open!) but we do not know, if they were closed at Master's command. Some must have remained open; otherwise the floating and stable ship would not have capsized on 14 January, 2012.
Media has since January 2012 never reported the above defects causing capsize, sinking and manslaughter. Media has just published garbage news about an incompetent Master to protect the shipowner and the Italian maritime authority and to fool future cruise passengers.
To keep it simple. The shipowner ashore is responsible that the ship is seaworthy. A seaworthy vessel must provide its crew and passengers a safe place to work and live, and must be equipped with appropriate safety gear and equipment, safe recreation facilities, and a competent and trained crew. Seaworthiness is a strict liability warranty that imposes an absolute duty on the shipowner to provide a vessel and related equipment that is "reasonably fit for their intended use."
The shipowner appoints and pays the Master, the Chief Engineer, the Chief Mate and all the others and collects money from the passengers. Most non-Italian crew were paid ridiculous salaries under slave conditions. And this applies to the whole Costa fleet.
It is easy to demonstrate that the M/S Costa Concordia
was not seaworthy but incorrectly designed, poorly managed with weak communications, therefore very dangerous and not operated according any proper safety management descriptions. Same damaging situations probaly exist on all other Costa ships. To hide these damaging facts the M/S Costa Concordia
shipowner and Italian maritime and judicial administrations immediately put all blame on the Master. Assisted by media, of course.
If you Google about M/S Costa Concordia
ever being seaworthy
you will find that media does not mention seaworthiness at all since the two incidents took place 13-14 January 2012. However, you will first see an advertisment to cruise with Costa!
In my opinion the best and safest solution is to stop all Costa cruise vessels until they are seaworthy and put Costa top management in jail for say 20 years for sending not seaworthy ships to sea. Then I assure you that safety at sea is improved.