The aftermath of the beaching REPORT OF AN INQUIRY

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1 BACKGROUND TO THE INQUIRY 1.12 As for the Inquiry’s real target: landward matters, the ready appearance of the Assistant Chief Constable who took charge late on 23rd January and a Group Commander from the Devon Fire and Rescue Service, with the Emergency Officers of Devon and Dorset County Councils, was in real contrast to the attitude of the seafarers. While that must strengthen the Inquiry’s findings in relation to its main intent, the fact remains that the maritime actors, organisations rather than individuals, come out of the incident and its aftermath with less credit than they might have had for lack of face to face help to the Inquiry. The perception of their reasoning in that matter, not to help an inquiry working only to recommend improvements for the public benefit, is either of professional innocence or it is suspect. 1.13 The Inquiry first met publicly in Branscombe Village Hall on October 13th. The motive was to give Branscombe people the opportunity to talk informally and one to one to any member of the Inquiry. This was partly to make sure that people who might find a public hearing, even a journey to Exeter, daunting could get off their chests whatever they wanted to and share their experience with us. A number of elderly folk and others tied closely to their workplace came to meet us there and gave a valuable insight into the detail of the ‘horror days’ (for them). 1.14 The evidence of all the bodies who have offered information, their individual members and officers, as well as experts and people from Branscombe who are listed in the Appendices, whether written or verbal, has been considered long and hard. Through Sections 2, 3 and 4 of our Report, the narrative is in normal type, our observations and/or commentary are in italics and our findings are printed bold. 1.15 Section 5 records all the Inquiry’s findings from which Recommendations arise, and those Recommendations, refined from all the evidence put before us, or from what we have gleaned by dint of our own probing elsewhere. The text in 5. follows the same style conventions as the earlier Sections except that it is the Recommendations that are then bold. 8 MSC Napoli The aftermath of the beaching Report of an inquiry
BRIEF ACCOUNT OF EVENTS AM THURSDAY 18TH – AM SATURDAY 20TH JANUARY 2007 2 2 BRIEF ACCOUNT OF EVENTS THURSDAY 18TH – SATURDAY 20th JANUARY 2007 2.1 At 1100 or so on the 18th January 2007 the Napoli broadcast a distress signal and captain and crew abandoned ship soon after. By 1400 they had all been rescued by RN helicopter. Napoli drifted north, then 10 sea miles east before a tow was attached at 1700. Progress eastward (down-wind, the perceived safest direction given the visible vertical split forward of the engine room) was maintained for another 25 miles at an average 2 knots. (For greater detail see the Marine Accident Investigation Branch (MAIB) report of the incident). By now the partially flooded Napoli’s draught had increased substantially, ruling out entry to all available inner harbours. 2.2 Attention in some detail has been paid to container ship construction, speed and handling at sea by MAIB in its report of its investigation into the foundering of the Napoli, largely confirmed by this Inquiry’s advisers, and recommendations made to the International Association of Classification Societies (IACS), International Chamber of Shipping (ICA) and to Zodiac Maritime Agencies (who managed Napoli). We understand that the Classification Societies – who assisted the MAIB – and ICA are pursuing improvement in each of those areas and the few ships identified with the same or similar weaknesses have been attended to. Inevitably we strongly support such moves but: 2.3 WE FIND that we share the continuing concern at the pace of change in the modification of codes, and agree with the SoSREP that regulation update needs to catch and overtake the rate of container ship building and the accompanying rapid increase in their size (5.16.1 refers). 2.4 Meanwhile the SoSREP, who already thought that Napoli was highly likely to sink, discussed matters with his French counterpart (Préfet Maritime) and agreed the unwelcoming nature of the French coastal waters (rocks and tidal currents) up-Channel to beyond Cherbourg. They also agreed that if Napoli sank or wherever she was taken, if further damage or loss of fuel and cargo occurred, the English coast would receive the worst environmental effects. That being the case the SoSREP decided it was best that he kept control of events as long as he was able. He also consulted, among others, his Environmental Advisory Group (EAG) Chairman (at 1230) and the Falmouth Harbourmaster, Capt. Sansom. The former, having seen the ship’s manifest, or at least a summary of it, advised that if the Napoli sank in deep water the potential for environmental disaster, and for it being of a longer term, was greater than an alternative in shallows. The latter, concerned about oil pollution particularly, offered Carrick Roads (but pointed out the difficulties and hazards for unloading there), Napoli’s draught was already denying her entrance to Falmouth Harbour itself. MSC Napoli The aftermath of the beaching Report of an inquiry 9
Page 1 and 2: www.devon.gov.uk MSC Napoli The aft
Page 3 and 4: FOREWORD FOREWORD The beaching of a
Page 5 and 6: BACKGROUND TO THE INQUIRY 1 1 BACKG
Page 7: BACKGROUND TO THE INQUIRY 1 The Inq
Page 11 and 12: BRIEF ACCOUNT OF EVENTS AM THURSDAY
Page 13 and 14: BRANSCOMBE BEACH: SATURDAY 20TH - W
Page 17 and 18: By Sunday evening a jolly ‘Whisky
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Page 27 and 28: SCHEDULE OF RECOMMENDATIONS WHICH A
Page 35 and 36: LIST OF PEOPLE AND ORGANISATIONS WH
Page 37 and 38: Number Name Interest Written Submis
Page 39 and 40: LIST OF WITNESSES WHO ATTENDED PUBL
Page 41 and 42: CHAIRMAN, INQUIRY MEMBERS AND OFFIC
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The aftermath of the beaching REPORT OF AN INQUIRY

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