SOME INSIGHTS FROM THE NORMAN ATLANTIC CASES:

Brindisi, the arrival of the Norman Atlantic wreck

As we write this newsletter (January 18, 2015), online newspapers report that the aeration operations of deck two of the Norman Atlantic are still in progress and that these should allow magistrates access starting next week.

Twenty-one days were required to extinguish the fire and make the areas accessible for inspection.

Without claiming to pass judgment, it is nonetheless appropriate to make some useful observations regarding active fire protection on such vessels:

  1. Passenger ro-ro ships (roll-on, roll-off) have been under the scrutiny of the IMO since as far back as 1975, when a resolution imposed additional measures for fire detection and alarm systems, extinguishing systems, ventilation, and flammable gas detection on ships intended for the transport of motor vehicles.
  2. According to Corriere della Sera (December 29, 2014), an inspection was carried out at the port of Patras and concluded on December 19. Six deficiencies were identified: malfunctioning fire doors, lack of electrical equipment, emergency lights and batteries; lack of life-saving devices; shortage of watertight doors; and missing documentation regarding the passenger safety plan. The vessel, however, was not detained.
  3. The Captain declared the presence of fire detection devices, which “send a signal that is received at a specific station where someone monitors and reports to the captain, who immediately sends a crew member from the fire-fighting team to check the situation. Depending on the seriousness, the captain gives initial orders and triggers the alarm, which at first concerns only the crew, since the situation could be managed with onboard equipment, and in that case it is useless to risk panic.” However, “someone lowered a lifeboat into the sea without my order.”

These three simple observations indicate that, in addition to possible inadequacy or malfunction of the fire protection measures (some already noted during inspections), there was a problem of inefficient emergency management, which would have rendered even the best protection systems ineffective.

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Below are the critical points and issues that reportedly emerged in the safety equipment and emergency procedures of the Norman Atlantic:

  • Life rafts
  • Lifeboats
  • Emergency lights and batteries
  • Cargo
  • Fire doors
  • Watertight doors

NORMAN ATLANTIC SPEC

SOME INSIGHTS FROM THE QUEEN’S THEATRE CASES:

The small fire that broke out at the Queen’s Theatre in London on January 3 made headlines. The origin was traced to a defective joint on a high-voltage power cable near the transformer area. The most noteworthy aspects of the incident are as follows:

  1. The fire detection system fully performed its task;
  2. The fire alarm system allowed the evacuation of 1,200 occupants before the arrival of the firefighters;
  3. The detection and alarm system was evidently connected to the fire brigade station, as the response was immediate and the fire extinguished before causing damage;
  4. No fatalities or injuries occurred. 

In conclusion, active protection systems, when properly designed, work!