The Costa Concordia disaster Consequences on international maritime regulations - Christelle FRANCOIS
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The Costa Concordia disaster
Consequences on international maritime regulations
Christelle FRANCOIS
Summary
1. The Costa Concordia accident
2. The casualty investigation report
3. Response to Costa Concordia
a. IMO
b. EU Commission
c. Cruise ship industry
4. Improvement to the design
5. Conclusions
Costa Concordia 12 March 2014 2
The Costa Concordia accident
► th
13 January 2012
► 4229 on board (3206 passengers; 1023 crew)
► Collided with rocks close to island of Giglio off Italian coast – 21.45 hours
► 53 metres breach of hull involving 5 watertight compartments
► Capsized in shallow water
► 32 dead, 157 injured
Costa Concordia 12 March 2014 3
Casualty Investigation Report of Italian Authorities
► Phase 1:
Events leading up to contact with rocks
Behaviour of master and passivity of bridge team
► Phase 2
Not promptly declaring emergency
Delay in gathering of passengers and crew at muster stations
Abandoning ship whilst passengers and crew still on board
Costa Concordia 12 March 2014 4
OMI Response : MSC initiatives
► 90
th
Session (May 2012) MSC adopted Resolution that Member States should
recommend a passenger ship companies conduct a review of operational
measures in consideration of interim operational measures contained in MSC
Circular (Now MSC.1/Circ.1446)
► 92
nd
Session (May 2013) MSC
1. approved draft amendments to SOLAS Chapter III to require musters prior to
or immediately upon departure
2. approved revisions to recommended interim measures
(MSC.1/Circ.1446/Rev2
3. Revised and updated the long term action plan on passenger ship safety
Costa Concordia 12 March 2014 5
OMI Response: operational measures
Recommended
Recommended Interim
Interim Measures
Measures for
for passenger
passenger ship
ship
companies
companies to
to enhance
enhance safety
safety of
of passenger
passenger ships
ships
► Carrying additional lifejackets to be readily accessible in public spaces, muster
stations etc.
► Reviewing adequacy of dissemination and communication of emergency
instructions
► Carrying out muster for passengers prior to departure and inclusion of common
elements in musters and emergency instructions
► Limiting access to bridge and avoiding
distractions
► Ensuring voyage plan takes into account IMO Guidelines
Costa Concordia 12 March 2014 6
Cruise Lines International Association
► Operational Safety Review launched to
evaluate existing safety procedures
• Passenger Muster
identify industry best practices
develop new policies for rapid implementation to further enhance the safety of
• Passage Planning
passengers and crew
• Personnel Access to the Bridge
► Review guided by cruise industry members with the advice and input of an
independent panel of safety experts • Excess Lifejackets Policy
► Resulted in 10 new policies
• Recording the Nationality of Passengers
→ • Common Elements of Musters and Emergency
Instructions
• Lifeboat Loading for Training Purposes
• Harmonization of Bridge Procedures
• Location on Lifejacket Stowage
• Securing Heavy Objects
Costa Concordia 12 March 2014 7
IMO Symposium on Future of Ship Safety
► On 10 and 11 June 2013 IMO hosted a major international symposium on
the future of ship safety attended by 500 delegates
► Symposium urges comprehensive review of existing safety regulations
► Some speakers suggested time for a new SOLAS convention – to keep
track with developments in science and technology
► Criticism of ‘grandfather clauses’
► Application of new standards to effectively 1% of ships
► Gap between safety of old and new ships
Costa Concordia 12 March 2014 8
EU Commission Approach
► 20 January 2012 : Brussels orders passenger ship safety review
► 24 April 2012 :Passenger Ship Safety Stakeholder Conference
► The Commission is currently undertaking a passenger ship
safety legislative review of the current rules, in particular :
o operational issues such as watertight doors,
o safe return to port,
EU Commission approach
o evacuation procedures
1. Updating and/or amending existing EU legislation or (co)
sponsoring submissions for international standards at IMO
with a view to preparing legislative
proposals in the near future 2. Continuing to enforce and implement existing rules and
draw lessons form best practice
3. Promoting voluntary commitments of the industry
Costa Concordia 12 March 2014 9
COSTA CONCORDIA - keel laying date : 2004
IMPROVEMENTS ON SOLAS RULES SINCE 2004 :
► Safe return to port : redundancy of vital equipments (propulsion, steering, navigation)
new ships built since 01/07/2010
SOLAS 2009
► On board stability computer (or shore based support) for new ships built from
01/01/2014
Technical support in case of emergency situations
► Flooding detection system in compartments for new ships built since 01/07/2010 ↔
MSC.1/Circ1291 in spaces of volume greater than
► Electronic Chart Display System (ECDIS) for new ships built since 01/07/2011 (not 3
max (30m ;TPcm at ds)
later than the 1st survey after 01/07/2012 for ships built before 01/07/2011) :
↔
route planning and route monitoring system
► SOLAS 2009 new standard for the damage stability (probabilistic and deterministic)
↔
Costa Concordia 12 March 2014 10Under discussion at IMO :
IMPROVEMENTS ON THE DESIGN :
► To limit the down flooding points on the bulkhead deck (ex stairs leading to spaces below the bulkhead deck)
► To re-assess the current possibility to have watertight doors left open at sea (continuous access of the crew to spaces including laundry,
food, machinery,..)
Costa Concordia 12 March 2014 11Under discussion at IMO :
IMPROVEMENTS ON THE DESIGN :
► To fit a double-skin protection in watertight compartments containing equipment : a preliminary study provided by the Italian
authorities (MSC 93/6/1) shows that the estimated maximum damage penetration is about 2.9 m (to be confirmed after
further survey)
Passenger ships have no double skin protection : exemple
Costa Concordia 12 March 2014 12Under discussion at IMO :
IMPROVEMENTS ON THE DESIGN :
► To increase the level of survivability of the ship with regard to the damage stability aspect (through the R factor : Required Subdivision
Index – Solas 2009)
Based on the European projects EMSA / GOALDS.
→
GOALDS_1 & 2 are based on studies on the
improvement of the design of passenger ships (pax
and roro pax)
IMO has agreed a Phase 1 : moderate increase of
R still to be decided : 50% of the difference ?
Less ? More ? Applicable to new ships only or also
to existing ships ?
Costa Concordia 12 March 2014 13Previous accidents
Some accidents with an impact on the increase of the survivability :
► Herald of Free Enterprise : 6th of March 1987
→
Solas 1974 Solas 1990 (upgrading of the stability criteria)
► Estonia : 28th of September 1994
→
Solas 1990 Solas 1990 + Stockholm Agreement ( additional effect of water on deck)
Both having retroactive application to existing ships
Costa Concordia 12 March 2014 14Conclusions
Importance of human error
Human error still an enormous factor in accidents
Despite technological advances accidents still happen for same human and
organizational reasons
Accident investigations may be missing some of human and organizational factors
Improvements on the design
An accident is always leading to additional rules for the improvement of the design, for
a better level of survivability
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