The sinking of the Costa Concordia on January 13, 2012, remains one of the most infamous maritime disasters of the 21st century. This tragic event not only shocked the world but also raised numerous questions about safety protocols, crew training, and the actions of those on board. In this article, we take an in-depth look at what really happened on that fateful night.
Costa Concordia disaster
On January 13, 2012, at 7:15 pm, the world’s largest Italian cruise ship set sail on its seven-day European tour. This vessel, the "Costa Concordia," boasted a size surpassing even the historic Titanic, with room for 2,000 more passengers. Thus, 4,252 people embarked on this journey. The ship offered ample entertainment: four grand swimming pools, five restaurants, thirteen distinct bars, a casino, a basketball court, and an expansive fitness center featuring a gym, sauna, Turkish bath, and an F1 racing simulator.
The first stop was Savona, Italy, a day's voyage away. Barely two and a half hours into the trip, a sudden, thunderous noise shattered the evening tranquility. The ship's lights flickered out, and it began tilting to one side. It was 9:45 pm—some passengers were already asleep, while others dined. The commotion roused those sleeping, sending them out of their cabins to investigate, while dinner plates slid off tables. An announcement via intercom blamed an electrical failure, but in truth, the ship’s engine had failed entirely—a fact the captain concealed. The ship then lurched to the other side, revealing this was no simple electrical mishap. This wasn't going to be another Titanic-like tragedy, passengers hoped.
Strangely enough, the Titanic had sunk exactly 100 years earlier in 1912. At the same moment the "Costa Concordia" suffered its power failure, Titanic’s famous theme, "My Heart Will Go On," was playing in the dining hall. The ship tilted sharply to the right, water pouring into the lower decks. It became clear to the passengers that the ship was sinking. But why was the captain silent? Why were the passengers kept in the dark?
The "Costa Concordia" was managed by an Italian company named Costa Crociere. Initially, Costa Crociere ran only cargo ships, but in 1948, they launched Costa Lines. This venture soon became one of the largest cruise ship companies in Europe. In 2000, Carnival Corporation acquired Costa Crociere, making it a subsidiary. In June 2006, they launched the first ship of the Concordia class—Costa Concordia, the largest Italian cruise ship of its time. The construction cost was $570 million, equivalent to 2500 crore rupees back then.
Let's return to the story. On that fateful day, the ship was captained by Francesco Schettino, an Italian who had worked for the company since 2002. Remember his name, as he plays a crucial role in this tale. At 7:18 pm, the ship departed for its first destination, Savona. Just two hours later, it deviated from its normal route. This wasn't an accident; Captain Schettino intentionally steered the ship close to Giglio Island, hoping to give its inhabitants a view of the gleaming vessel in the night.
When a ship sails very close to land, it is called a sail-past or sail-by. Typically, large ships sail several kilometers from the coast, around 7-8 kilometers, as the water needs to be deep enough for such a massive vessel. However, due to this sail-by, the ship was only 150 meters from the shore. The shallow waters posed the risk of encountering rocks or reefs, and the ship was moving swiftly at night. A report by the Italian Ministry of Infrastructure and Transport later confirmed that the ship was too close to the shore at an unsafe distance during the night. But now the question emerges why did the captain do this?
Captain Schettino once worked under a senior captain, Mario Palombo, who supposedly lived on Giglio Island. On the night the ship passed the island, Schettino called Mario, saying they would sound the siren as a tribute. Mario replied that he was not on the island but in another city in Italy. During the conversation, the call was disconnected. This call occurred at 9:40 pm, and just a few minutes later, the terrifying sound mentioned earlier was heard. The ship had collided with underwater rocks, tearing a 70-meter gash in the hull. The impact site was less than 100 meters from the island's shore. In the darkness, the ship had ventured perilously close. Water began flooding the ship rapidly.
Andrea Corollo, a 26-year-old third officer, was asleep in his cabin when the incident occurred. Upon waking and stepping into the hallway, he saw water already entering. He rushed to the engine room but found the door blocked. Through the closed door, he could see the generators and engines submerged in water.
At 9:52 pm, the chief engineer and other engine room officers attempted to start the emergency diesel generator but failed. The chief engineer reported the dire situation to Captain Schettino again. However, the captain announced to the passengers that there was nothing to worry about, explaining the blackout as just a simple power outage.
In the following minutes, the ship continued moving away from the island instead of stopping. Around 10:00 pm, Captain Schettino decided to turn the ship back, reasoning that if it were to sink, being closer to the island would be safer than being in the open sea. The ship made a U-turn, which caused it to tilt to the opposite side. Initially leaning to the left, it now began tilting to the right. The ship's crisis coordinator, Roberto Ferrarini, called Captain Schettino twice, at 10:05 and 10:07. During the second call, Captain Schettino finally admitted that the ship was experiencing serious problems. Acknowledging these issues earlier might have mitigated the disaster. Ignoring the truth can be perilous, as this incident tragically demonstrated.
Captain Schettino admitted his mistake but then made another foolish move by claiming the accident was caused by the blackout, when in fact, the blackout occurred because of the accident. Meanwhile, some passengers, growing concerned, contacted the local police. At 10:12 pm, the Italian coast guard called the captain, asking for an explanation as passengers were reaching out to them.
In response, Captain Schettino insisted nothing had happened and that it was just a blackout, reassuring them not to worry. This was half an hour after the collision. Ten minutes later, Schettino changed his mind. Realizing he could no longer hide the truth with lies, at 10:22 pm, he instructed the radio operator to inform the coast guard about the collision on the left side and request tugboat assistance. He claimed everyone was safe and had been given life jackets. Every minute was crucial as the ship continued to tilt. Finally, at 10:33 pm, a general emergency alarm was raised, instructing passengers to gather in the emergency assembly areas and wait for further instructions. By 10:48 pm, the ship had tilted 30 degrees. Over an hour after the accident, at 10:54 pm, Captain Schettino finally issued the order to abandon the ship.
Imagine, over 4,200 people stranded on a ship now tilted 30 degrees. Many lower cabins were underwater, and the upper deck was in chaos with fallen goods. Amidst this disaster, Captain Schettino had made only one good decision—to take a U-turn. Clinging to this single good decision, Schettino sought to portray himself as a hero. While this decision was indeed sound, all his other choices were marked by utter foolishness.
The most disturbing aspect of this situation is that despite the chaos, the evacuation process was initiated, albeit with significant delays and confusion. Lifeboats were deployed, but the listing of the ship made it challenging for many to board safely. Eyewitnesses reported scenes of desperation as passengers scrambled to secure life vests and find safe passage off the ship.
In the darkness of the night, the ship was slowly listing to the right. First, it tilted 40 degrees, then 50 degrees. By this point, the cabins on the right side were level with the water, allowing those passengers to easily jump into the sea and make their way to the island. However, the real challenge was for those on the other side of the ship. How could they find a way out in such a severely tilted vessel?
Despite a six-hour rescue effort that brought most of the passengers ashore, 33 lives were lost: 27 passengers, five crew members, and later, a member of the salvage team.
The Captain's Role
Captain Francesco Schettino's actions during the disaster have been a focal point of controversy. Accused of abandoning ship before the evacuation was complete, Schettino faced widespread criticism and legal consequences. His decisions, or lack thereof, during the crucial moments of the disaster have been scrutinized extensively, leading to a broader discussion on maritime leadership and accountability.
The Aftermath
In the days following the sinking, rescue operations continued in a bid to locate missing passengers. The final death toll stood at 33, with many more injured. The tragedy prompted a global reassessment of maritime safety standards, resulting in stricter regulations and improved training for cruise ship personnel.
Lessons Learned
The Costa Concordia disaster serves as a stark reminder of the potential dangers at sea and the importance of adhering to safety protocols. It highlighted the need for better communication, efficient evacuation procedures, and robust leadership in times of crisis. The incident also spurred advancements in ship design and technology, aimed at preventing similar tragedies in the future.
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