Security is organized first. Not after.

Disasters can be avoided? Yes, but perhaps it is better that happen so we can learn from past mistakes. Here's how IACS and RINA write (and rewrite) the rules. Depending on the misfortunes that happen.

One time the Owners, to save, not very carefully looked after the maintenance of their vessels. It was not difficult to find boats and more than 30 years of age in poor condition and complete unreliability. The indecent state of abandonment was motivated by the work of securing expensive. If the RINA had been too severe could undermine the shipping world. Better to close one eye (actually two).

Cover one eye now, another close eye on tomorrow, tragedies happen. As the bloody 12 December 1999 in the Bay of Biscay where it sank the tanker MV Erika. With her nearly sank even the RINA and the Franco-Belgian oil giant Total-Fina-Elf. All were convicted of environmental catastrophe and to recover damages from the Court of Paris.  Over 192 million euros. Nothing compared to the damage caused.   Unfortunately, 37,000 tons of fuel oil caused one of the most serious pollution and environmental disasters in the history of all time. Over 400 kilometers of coastline destroyed by the oil spill, the death of hundreds of thousands of marine species, birds, fish. A unique ecosystem such as the French Atlantic coast - from Britain to the Vendee - scarred forever. An authentic September 11 environmental. The ecological disaster could have been avoided, if only the RINA, Registro Italiano  Navale, had done his job scrupulously.  It would have sufficed Rina elementary respected and established safety standards, who had already written (not necessarily write the new). The tanker Erika broke in two pieces during the storm, spilling into the sea his deadly cargo of thousands of tons of crude oil. They found that the structure was seriously damaged by corrosion and his precarious condition he would not be allowed ever to resist the force of waves. Obvious signs of structural weakness that, moreover, were already visible for some time and extensively documented, so that in recent months had been no serious corrosion of the bulkhead and the hull of the tanker. "But, despite this, the Italian company Rina, designated by the owners of the controls, did no further evaluation of the structure … If  the Registro navale italiano (Rina) played better checks on the oil tanker Erika had discovered its structural weakness …". This is the conclusion of the first report of Bea Mer (Office investigations for incidents at sea). The focus of the speech, turns you turns is the same: the institution that should ensure safety and compliance  - as history shows - does not monitor anything. This is why these disasters happen (not "accidents", be careful,   that is a whole other thing). Try some of you to go for the revision of the car and you have just a light burned. Torpedo you immediately. But when a supertanker is decrepit and rusty is  under review by RINA passes the examination immediately. Simply outrageous. But then the RINA does not guarantee security?   But of course that guarantees safety (equal to the safety that give an open portholes of a submarine lying on the bottom of the ocean). Sorry to repeat ad nauseam, but the facts unfortunately give us is always right. RINA is an entity negligent! This theorem is not  far-fetched and is more than proven.  Is written in black and white in the pleadings of the Court of Paris and a host of other legal proceedings that have always seen,  accused of serious crimes RINA (on another occasion we will tell the story of other ships that  have  sunk since the Italian Institute of inspection is suspected heavily involved). Technicians and engineers of the Italian Naval Register knew very well that the oil tanker Erika was a wreck  and were well aware that the decrepit ship (without providing the necessary work to make the security) would have gone to the bottom. Rina is guilty of to have authorized and certified  its suitability to navigation. The ecological disaster on the French coast was the logical, inevitable consequence of the negligent conduct of Registro Italiano Navale.

The ridiculous auto-defense of  the  Rina (between insane and absurd blunders as well as strange theses) manifested  with the classic rebound with responsibilities. None of the guilty  have had  the decency to make a sincere “mea  culpa”. Who had the responsibility to prevent, monitor and ensure safety even had the terrible idea of saying silly things like: “now that the disaster occurred, however, we can learn from mistakes committed not to repeat them in the future”.

To say these things have to have personality disorders  borderline and/or mangroves in the brain, but that's what they said in the days after the sinking of the tanker "Erika" the  RINA and a top international maritime authorities (as we shall see later). For complete reference, we must point out, however,  that maritime safety - as known - also revolves around to other subjects  (not only the RINA).  There are some international organizations such as  SOLAS (Safety of Life at Sea) which is the organization place to safeguard human life at sea  who was born after the sinking of the liner Titanic. Or the IMO (Commission on the enhanced safety of passenger ships in the Community). But we want to pause for a moment on the figure of IACS, International Association of  Classification Societies Ltd, based in London. For the layman, IACS is the global lobby that groups all certification company in the world.  The   Board of  IACS,  usually occurs when some associated (as the Rina) is involved in serious things, or when, for incidents of any severity looming potential survival situations and / or reputation to all operators of the category.

Indeed in the aftermath of the Erika disaster, all members of the British corporation  organized emergency crisis unit in London proposed to rewrite certain rules governing the work of ship classification society. Infact In October 2000, only a few months after the incident in the Gulf of Biscay, had already prepared a draft regulation beautiful brand new. At the same time the  Registro Italiano  Navale  prepared a draft letter to be sent to all companies of international navigation,  shipyards, and all operators in the maritime sector. The circular letter of Rina is no. 3286/A that relates to: “Action undertaken by  IACS following the ‘ERIKA’  casualty” e “Prompt and thorough repair of damage/waste significant structural items”. (see Rina copy circular letter attached and reproduced here pdf).

The text of the letter expressed:

“With reference to the Circular 3286/A of  the October 11, 2000 (here enclosed for ready reference) Confirms that the regulatory change in point 2.2 relative to the object has been adopted by IACS and, accordingly, by  RINA will enter into force on 1 July 2001. It applies to all ships from the first visit (or fraction of visit) hull of the ship, (Annual, Special, hull, occasional) commenced on 1 July 2001 or later. Given the importance of the rule and the potential repercussions on the ship,   we write here the text adopted by IACS for your timely consideration: “Any damage in  association with wastage ober  the  allowable limits (including buckling, grooving, detachment or  fracture) or  extensive areas  of  wastage over  the  allowable  limit,  which  affects or, in  the  opinion of  the  Surveyor, will affect the  vessel’s structural,  watertight or weathertigh integrity, is  to  be  promptly and thoroughly repaired (a  prompt and thorough repair is  a  permanent repair completed   at  the time of  survey to  the  satisfaction of the  Surveyor,  therein removing the  need for  the  imposition of  any associated condition of  classification). Areas to  be  considered include: 1) side  shell frames,  their end attachments or adjacent shell plating; 2) deck  structure and  deck plating; 3) bottom  structure and  bottom plating; 4) watertight or  oiltight bulkheads, or 5) hatch cover or  hatch coamings. For  locations where  adequate repair  facilities are  not  available,  consideration may be given  to  allow the  vessel to proceed directly to a  repair  facility. This  may require discharging the  cargo and/or  temporary repair for  the intended  voyage. Additionally, when  a survey result in  the identification of  substantial corrosion or  structural defects, either of which, in  the  opinion  of  the  Surveyor, will  impair the  vessel’s fitness for  continued  service, remedial  measures are to  be implemented before  the  ship continues  in service”.

Rewrite this whole mess to say ultimately, that if the ship has structural defects and severe corrosion  must immediately implement corrective measures before the vessel returns in activity.  Said more simply in 2 words,  the ship can not travel if  first  does not  all the work. Rule of Common sense that there would be no need to encode. So obvious that I'm almost ridiculous. And none of all these intelligent naval  engineers had never thought of writing before? The two cases are: or these people are under the influence of heavy drugs (and thus are totally incapable of discernment) or proponents of this security are fake. Fake,  as Monopoly money.

The circular note of  Rina goes on to say: “Notice is hereby given  that the  IACS Council, following  the  ‘ERIKA’ casualty,  has undertaken a review of  common  procedures and  rules in  order to  further improve ship safety and  protection of  the  marine environment”.

Mind you, we do not bother the "new" rules, revised and corrected, better if a little more stringent.
But of what use are these new rules if  Rina that must put into practice these rules do not will be applied? We wonder: but it was absolutely essential that sank a tanker and devastated an entire ecosystem because IACS and Rina decided to put his hand to the rules? As these organizations sell security, they could not to  do this before? Anticipating such tragedies (preventing people from dying)  is too difficult? We're not talking about exercising power of divination, of foresight and / or paranormal but of power intuit easily predictable events. Draw up rules only when they are the disasters  have occurred is a bit  too easy. This we are able to do it also  we. It is as if it spreads the weather alert when the floods have already arrived and have done damage and deaths.

The story, anyway, even when the rules are written, and rewrite, and rewrite again, does not teach anything.  This is shown by the latest tragedy of Costa  Concordia. Another ship went down at sea with a important death toll.

But not everyone knows that there is someone who makes fun of the mediatic  circus that has followed the new calamity. In London these days has once again met the umpteenth crisis unit of the feudal order of the classification society, in the hope that the meeting steps in silence (and that certain sites "fools" as  Indymedia  are in the background saying nothing). They are convinced that taking refuge in the codicil  is a winning tactic. Legions of technicians and strategists are working hard to debating global strategies. Write floating on nothing, if not inventing, to see whether new bane of Concordia, with all the mistakes that there were, will have something to teach. With cunning tricks they will try to re-think of new rules (wrong of light years the target). We find everything 'in poor taste and disrespectful, but we are not surprised. The meeting of  Bilderberg IACS,  however, inevitably, raises many questions, to which someone has to respond sooner or later.

We realize that these statements are insane, but that's just what they said and the vertices of IACS, who have written these days to  CEO Rina Eng. Ugo  Salerno (see letter IACS  attached and reproduced here  pdf).

The Chairman of the Board of IACS   mr. Pavel Shikhov the January 31, 2012 (few days ago)  has sent this  incredible letter  to Mr. Spyros  M Polemis (ICS-International Chamber of Shipping) and for information to the CEO of   RINA Eng.  Ugo  Salerno:

“Dear Mr Polemis, Thank you for your letter of 24 January 2012. IACS shares your concerns at the capsizing of the cruise ship Costa Concordia. We agree that speculation on the causes of the accident and contributory factors should at present be avoided. As you are certainly aware, the Italian Administration is carrying out an investigation into the casualty and its result will be submitted to the IMO as soon as available. The Italian Administration stated during SLF 54 that a preliminary report would be presented to the Maritime Safety Committee in May. The ship's classification society RINA (which unfortunately is currently at the center of strong criticism) is providing full assistance to the owner and the Italian Administration to make any relevant contribution in the formal investigation into the events and causes of this casualty. IACS is closely monitoring the developments. Once reliable information becomes available from the findings of all appropriate enquiries into the casualty IACS will thoroughly consider it in order to incorporate any lessons to be learned that could further improve safety and minimize future risk from this type of accident. Best regards.  Pavel Shikhov IACS Council Chairman”

Here is the prevention of  RINA. Sell to us security, but only the day after (when it no longer required).
What strength. Black Belt of reliability. Produce Safety as well as they do, it's just ridiculous.

Giulia  Bongiorno,  the lawyer that  through a class action is sponsoring the interests of  forty survivors of the ship Concordia, a few days ago he said: “The  Schettino captain  is not solely responsible … I want the names and surnames of those who tolerated these criminal practices ... I want to know who accepted this practice”.  The answer to this question was given by the former President of RINA Gianni  Scerni ("Ex" since voted down by the leadership of RINA).  Scerni with  his self-confession  reported saying:  “… the curtsey  of vessel near coast? Was a practice known… Costa Cruises was well aware”. Obvious that the owners of the Costa Concordia it was knew of these wicked and deadly games. Everyone knew this. But also  the RINA if  is for that.  The  Registro Italiano Navale has always known that the ships of Costa Crociere (like those of many other companies)  have the criminal habit of passing very close to the rocks, endangering the safety of passengers, crew and people's lives. But Rina was very careful not to punish these criminal acts. Perhaps also for this reason the ship Costa Condordia is sank. But with her, you may be sure, has gone to the bottom of  the  sea also the credibility of the RINA (and probably IACS).

We would like to add many more things, but our very polite nature does not allow us to get too close to the truth…



P.S.: Sorry for our bad English (we will try to improve)

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