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Some of Carnival's liability could be determined from the voyage data recorder, a device similar to a "black box" used to analyze a plane crash. The recorders allow investigators to review what happened just before an accident. Jack Hickey, a Miami attorney who has practiced maritime law for 32 years, said Costa Cruises will likely face legal consequences for a whole host of reasons, including the captain of the Costa Concordia's apparent decision not to immediately issue a mayday call and inability to properly navigate the ship before it ran aground. Costa said in its statement that the captain tried to prepare for an eventual evacuation, but that it was too difficult for passengers to get off because the ship tilted suddenly. "If you are the captain of a ship carrying 4,000 people, you should know the waters you ply like the back of your hand," Hickey said. "There are obviously questions about that. It's one thing to get into problems, but you must react appropriately." However, Hickey also said he doubted the accident would have a broad impact on the cruise industry. "The cruise industry as a whole is pretty healthy, it's growing," he said. "It might affect bookings on Costa in the near term, certainly over the next year." Safety standards for large passenger ships grew out of a convention in 1914, two years after the Titanic disaster. The rules eventually were adopted by the International Maritime Organization, an agency of the United Nations. Among the requirements: Ships must have public address systems for announcements to passengers; lifeboats must be fully or partially enclosed; and ships must have evacuation chutes, similar to what airplanes have. Ships also must hold weekly "abandon ship" and fire drills. International rules require that lifeboats be capable of being loaded, launched and maneuvered away from the ship within 30 minutes of the signal to abandon ship. The lifeboats apparently weren't accessible in this case because of the ship's rapid tilting.
[Associated
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