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So, how did a modern ship with

state-of-the-art steering
and navigation hit a rock?

Listen Schettino, there are
people trapped on board!

Get on board! This is an order!

Almost exactly 100
years on from the sinking

of the Titanic, on the night
of January 13th, 2012,

another floating paradise became a
trap of darkness and freezing water.

Yeah, and then all the plates were coming

off the tables and smashing and things.

It was just like bedlam then.

In a matter of minutes,
an unauthorized, reckless

maneuver tore a 174-foot gash into the

ship's hull, sending 4,000
passengers into immediate panic.

This is the story of a
preventable catastrophe,

a night where 32 lives were needlessly lost

and thousands more were
forever changed, a night

when the illusion of an
unsinkable luxury met

the cold, hard reality of the sea.

It's January 13th, 2012.

People across the world board the
behemoth cruise ship, the Costa Concordia.

It is early winter, with clear skies and

a light wind, and perfect
evening with limitless

entertainment and a beautiful sunset.

The ship embarks on a seven-day cruise

from Civitavecchia near
Rome, with 4,229 cruise

passengers and crew
members on board from 60

different countries.

The ship was an
engineering marvel, a floating

palace of excess, and a symbol
of the 21st century megaship era.

This was a ship designed not just to

transport people from one port to
another, but to be the destination itself.

At the dawn of the new millennium, the

cruise industry was locked in
an arms race of scale and luxury.

Carnival Corporation, the
parent company of the Italian

line Costa Cossiere, ordered a new class of

ships that would dwarf their predecessors.

Built by the world-renowned
Fincantieri shipyard,

in Sestri Ponente, Genoa...

When she was completed
in 2006, at a cost

of roughly 450 million euro,
her dimensions were staggering.

Her length was 290.20 meters, which is

nearly the length of three
football pitches, making

her the largest Italian cruise
ship ever built at the time.

On September 2nd, 2005,
the ship was officially launched.

In a detail that many would later view

through the lens of maritime
superstition, the ceremonial

champagne bottle failed to break
against the hull on its first impact.

Still, the ship entered
service in July 2006

to immense fanfare,
embarking on her maiden voyage

and setting a new standard
for Mediterranean cruising.

To accommodate these guests, the
ship was outfitted with 1,500 cabins.

Five hundred five cabins featured
private ocean-facing balconies.

Fifty-eight premium suites
offered expansive private verandas.

The ship featured four
large swimming pools.

The pool decks also
featured five jacuzzis and

a giant poolside movie screen that
played blockbuster films under the stars.

Feeding 4,000 people daily
required a monumental logistical effort.

The ship boasted five
restaurants, ranging from sprawling,

multi-story main dining
rooms to casual buffet spaces.

At the helm is Captain
Francesco Schettino,

an experienced mariner born
in 1960 in the coastal

town of Castellemare di Stibia.

He had been with Costa Crocere since 2002

and was promoted to captain in 2006.

He seemed like a sociable, happy
man who was close with his crewmates.

Welcome to Giglio, Italy.

It was exactly one week ago at 9.30
at night that approximately 4,200 people

lived through their own
Poseidon adventure when their

cruise ship hit the rocks.

9.30 p.m. Returning from dinner, Captain

Schettino takes his
place on the bridge, but

his focus is dangerously divided.

Joining him is Dominica
Cermorton, a young Moldovan

dancer with whom the captain
was having a covert affair.

Her unauthorized presence
on the command deck that

night would soon become a
scandalous footnote, cementing

their illicit romance in history
for all the wrong reasons.

I don't want, I want the truth to come
out because you even don't know that

what you write or what you're
looking for is not the truth, is not me, is

not my luggage.

It's the case and the people who died.

You need to find out the truth.

Captain Schettino takes manual
control of the Costa Concordia.

He ordered the ship to
sail dangerously close

to the Tuscan island of Giglio
to perform a sail-by salute.

A sail-by salute, known in Italian as
an incino, meaning a bow or curtsy, is

a maritime tradition where
a ship intentionally deviates

from its standard route to sail
extremely close to the shoreline or a port.

The purpose is to pay tribute to a

specific place or person on land, or simply

to put on a spectacular show for
the people watching from the shore.

The captain, by engaging
in this alleged showmanship

and reckless conduct, imperiled
the lives of all the passengers.

Historically, it was a
gesture of respect, perhaps

honoring a retired captain
who lives in a coastal village.

For cruise lines, it also
served as free advertising.

Seeing a colossal, glittering
megaship pass just offshore

is an awe-inspiring sight that
makes people want to book a ticket.

Captain Schettino did
this to impress the ship's

head waiter, whose
family lived on the island,

and as a tribute to a
retired Costa captain.

Navigating by sight
at night and traveling at

an unsafe speed of 15
knots, Schettino brought

the 114,000-ton megaship
too close to the shore.

While visually stunning, a sail-by
salute is inherently dangerous.

It requires disabling automated
navigation alarms, switching to

manual control, and relying
heavily on the captain's

visual judgment in shallow,
often rocky, coastal waters.

Before 2012, it was a
somewhat common, unofficially

tolerated practice in the
Mediterranean cruise industry.

However, after Captain Francesco
Schettino's disastrous in Chino,

the practice was heavily
condemned, and international cruise

lines instituted strict bans on
unauthorized coastal deviations.

9.45 p.m.

The captain realizes, too late,
that the ship is bearing down directly

on Les Collets, a maggot
outcropping just off the coast of Giglio.

He orders a desperate
hard turn to starboard,

to swing the bow away from the rocks.

The bow clears the reef, but the massive

952-foot length of the ship causes the

stern to swing outward, scraping
violently against the granite.

The force of the impact is so severe
that a massive boulder from the reef is

sheared off and remains permanently
embedded in the ship's steel hull.

Testifying later in court, Admiral
Giuseppe Cavodragone confirmed

the terrifying reality
of those final seconds.

The desperate order to turn
away from the reef was utterly futile.

The laws of physics dictated that the ship

of that massive scale,
traveling at that speed,

simply could not turn in time.

The disaster was not born from a
fleeting mistake or a misheard command.

It was the result of a deliberate, reckless

decision to steer a 114,000-ton leviathan

within a stone's throw of a
jagged reef in the dead of night.

9.46 p.m. The damage is catastrophic.

The gash slices directly across
compartments 4, 5, 6, and 7.

These compartments house the ship's
diesel engines and main generators.

Within three minutes, the
engine rooms are submerged

in millions of gallons
of freezing seawater.

The ship immediately loses all
main electrical power and propulsion.

The bright, thumping entertainment
venues are plunged into total darkness.

The Concordia is now
effectively a dead ship,

drifting purely on its own
momentum in the ocean currents.

It turns to an electrical fault with one

of the generators, but
the situation is under

control, and our technicians
are aiming to rectify

the situation at this time.

So please remain calm, and we'll keep you

informed as we have
more news to inform you.

Thank you for your attention.

The physical reality of the
catastrophic damage sets

in as the massive vessel begins a
terrifying list for the starboard side.

Inside the grand dining
rooms, gravity takes over.

Heavy dinnerware, glasses, and bottles
shatter as they slide off the tables.

It had a crunch, and my glass
of Sprite started going one way.

And she said, that's a bit tilted.

And we asked what was going on.

They said, no, it's the
engine or something.

They said it was a generator problem.

Yeah, a generator.

And then the lights went
out and come back on.

And then it started going the other way.

Like, quite a lot the other way.

- And that's when...
- You were sitting like this?

Yeah, and then all the plates were coming

off the tables and smashing and things.

Yeah, it was just a whole pickle of me.

Recognizing the imminent danger,
panicked passengers begin scrambling

through darkening corridors to
their cabins to retrieve their life vests.

Perhaps more damning than the crash
itself was Shatino's immediate response.

For over an hour, as the ship took on
massive amounts of water and began to

list severely, Shatino downplayed
the severity of the crisis.

Despite his chief engineer
warning him that the

watertight compartments
were flooded and the ship was

doomed, Shatino hesitated
to sound the general alarm.

This critical delay costs
precious time, meaning that

by the time the abandoned ship order was

finally given, the Concordia
was listing so severely

that half of her lifeboats
could not safely be lowered.

We headed up to the steeper
end, as opposed to going over.

You don't want to be on the other end.

So we went up to the top of
it, if you like, or the side that's

up in the air, and I was
trying to get the lifeboats down.

But because they extend
them out, as they're

coming down, they're just coming
back in because of the angle.

So they wasn't coming down.

We all got in them and got so far down.

And then we had to get back out of
them because they were going so low up.

They'd hit the side of the boat.

You know, normally
they're hanging like that, and

they would release them down.

But because their boat was like this, as

they were releasing the
lifeboats, they was hitting

the side, so they just were stuck.

A complete evacuation of a cruise
ship should take place under 30 minutes.

He waited, and he created
an environment where

it was impossible to deploy
all the available lifeboats.

The ship's crew, the vast majority of whom

were hospitality staff, cooks,
and entertainers, not trained

mariners, were overwhelmed.

Many did not speak the same languages as

the passengers they were trying to save.

The Costa Concordia
operated on a rolly embarkation

schedule, which required
passengers to undergo an emergency

drill within 24 hours of boarding the ship.

This is to inform
passengers of their allocated

muster stations, where
the lifeboats reside.

Almost 700 passengers had just
boarded that day in Civitavecchia,

so hundreds of people on board

had absolutely no idea
where their muster stations

on Deck 4 were, or how to
properly secure their life jackets.

This would inevitably spell disaster.

Eighteen miles away on
the Italian mainland, the

Coast Guard received its
first reports of the disaster.

Shockingly, the distress calls
didn't come from the ship's command,

but from panicked passengers
using their personal cell phones.

When dispatchers finally made
contact with Captain Schettino

on the radio, he
downplayed the crisis, burning

20 critical moments before finally
admitting the ship was doomed.

10.42 p.m. The General
Emergency Alarm finally sets off.

The official Abandon
Ship Order is given, an

agonizingly late call that comes
over an hour after the initial impact.

Maritime tradition and
international law dictate that a

captain must be the last
person to leave a sinking vessel.

Schettino, however, abandoned
the Costa Concordia in a

lifeboat, while hundreds of
terrified passengers and crew

were still trapped in the
dark, enlisting corridors.

Listen, Defalco from Livorno,
am I speaking to the Commander?

Yes, good evening, sir.

Tell me your name, please.

I'm Commander Schettino.

- Schettino?
- Yes.

Listen Schettino, there
are people trapped aboard.

Now you go with your lifeboat.

Under the ship’s bow, on the right side.

There is a ladder.

You get on that small
boat and go aboard the ship.

You go aboard the ship and tell
me how many people are there.

Is it clear?

I'm recording this communication,
Commander Schettino.

So, Commander, I'll tell you something.

Speak up!

- So, the ship is now...
- I'm in front...

Cover the microphone with
your hand and speak louder!

Put your hand in front of the
microphone and speak louder!

Okay?

Commander, at this
moment the ship is tilted.

I understand.

Listen, there are people who are
coming down from the small boat.

You go with that small
boat in the opposite direction.

You get on the ship and tell
me how many people are there.

And what they have aboard.

Okay?

You tell me if there are children,
women or people in need of assistance.

And you tell me the number
of each of these categories.

Is it clear?

Look, Schettino, you may have
been saved from the sea,

but I won’t let you get away with this.

I’ll make your life a nightmare!

Get on board, damn it!

Sir, please, out of courtesy.

No, out of courtesy.

Now, you go on board, and
assure me that you are on board.

I'm going here with the rescue boat.

I'm under here.

I didn't go anywhere.

I'm here.

Under here.

What are you doing, Commander?

I'm here to coordinate the rescue boats.

He's coordinating them.

Go on board.

Coordinate the rescue boats on board.

Do you refuse?

No, no, I'm not refusing.

You are refusing to go on board, Commander.

No, no, I'm going.

And tell me why you're not going.

I'm going because there is
another lifeboat that has stopped.

Go on board!

It's an order!

You don't have to make other assessments.

You have declared the
abandonment of the ship.

Now I command.

You go on board.

The psychological shift
on board was instantaneous.

The thin veneer of a
luxury vacation evaporated,

replaced by the primal,
desperate instinct for survival.

For the 4,200 souls aboard, the instruction

to head to the muster stations on Deck
4 was now a matter of life and death.

Navigating the ship suddenly
became a physical nightmare.

The grand, neon-lit
corridors had transformed into

treacherous, sloping funnels.

Floors became walls,
and walls became floors.

Staircases, once the
elegant arteries of the ship,

were now steep, slippery cliffs.

Passengers who had
obediently returned to their cabins

on the lower or port-side decks suddenly

found themselves trapped
in a labyrinth of tilting metal

and rising water, forced to
climb uphill in pitch darkness.

Some call heroic, the captain
turns the ship towards shore.

He says to make evacuation easier, but the

Concordia is now listing so dangerously.

Passengers struggle to keep their footing.

People are going very slowly because if you

miss one step it could be a domino

effect and everybody can
fall and slide right down.

Everybody was getting the life
jackets and they told us to stay.

They said no, no, it's alright, it's under

control, you know, we're in
Dazier announcement, which

in the cabin when we got there, because

we'd only been on it seven hours,
and we watched it on the cabin, it said

if you get the seven bleeps and a

long bleep, you know, that's your
abandon ship and this, that and the other.

But we got our emergency card weird.

The drill's not until five o'clock the
next day, so we didn't have a clue

what was going on
anyway, so we didn't get it.

Families were violently
separated in the crush of bodies.

Fights broke out over life
jackets, some passengers

looking out at the chaotic,
failing lifeboat deployments

and the dark, freezing
waters of the Tyrrhenian Sea.

Rather than wait for a boat that might

never launch, hundreds
made the terrifying decision to

to jump directly from the
decks into the icy ocean,

swimming desperately
toward the faint lights of Giglio.

In the Concordia case, the
assembly process started late,

which meant it was more difficult to

get the passengers assembled
because the ship started

to heel, and then by the time the

passengers were
assembled, the ship had quite a

significant heel, and
then it was difficult to

get the passengers in the
lifeboats and to launch the lifeboat.

In those chaotic hours,
the Costa Concordia ceased

to be a masterpiece of modern engineering.

Stripped of its leadership
and betrayed by a

fatal delay, it became
a sloping, steel trap

where survival came
down to sheer willpower, the

kindness of strangers and agonizing luck.

It went over completely,
we would not get out,

and we didn't think we would die.

How did you, at that point, what
was going through your mind?

We thought we were going to die.

I think the fact is that 11 days

into marriage, you know, come on,
things don't end this way, should they?

Did you express your fears
to one another in that way?

Yes, we did, yes.

And you had a moment to yourselves perhaps?

Yeah, we did, we did.

11.40pm, the Italian Coast
Guard launches a massive

rescue operation, deploying boats
and helicopters into the pitch black sky.

Shit! It’s sunk!

Son of a bitch!

Bloody hell!

What a mess.

It’s properly sunk.

We’re going into the ship now.

Get closer, we’re going in now.

Currently there’s still a lot
of people on board the ship.

It’s unbelievable to see all
these people on a capsized ship.

There should be several people
swimming between the ship and the shore.

On the tiny island of Giglio, the
local population of 800 awakens.

And rushes to the port with blankets
and supplies to aid the survivors.

As the days go by, reluctant heroes are

beginning to emerge, like
Mario Pellegrini, the deputy

mayor of this tiny island, who jumped
into a boat in the dark and headed out

to the shipwreck, pulling
passengers from the water

and coordinating the rescue.

I realized there was a
complete lack of coordination.

No one was giving orders.

The real terror and panic started
when the ship lurched onto its side.

The first fully loaded lifeboat
makes landfall on Giglio.

Over the course of the night, a frantic

but massive rescue effort
unfolds, ultimately bringing roughly

4,000 terrified passengers
and crew members safely

to the island's rocky shores.

You can see the little boats around us

that obviously didn't
come right in close, with

the lights and everything on us.

But they were trying to get the lifeboats

out with oars, trying to push them away,

just the people on the boat, passengers.

But the only people that was helping that

we'd see was the chefs and the catering
people that just served us our meal.

We didn't see anybody else.

We didn't see anyone at night either.

Captain's coat, if you
like, or something like that.

It was all the people
that just served us dinner.

Everybody had the life jackets on.

Then we see that there was boats coming.

As we looked through, we were
holding onto the rails like this.

And we're looking down like this.

So through the middle of the boat,
we can see some boats, the lifeboats.

So we literally, as a slide, come through

the boat to the other end, where there

was people there, sort of
stopping you with torches.

And then we went on one boat, the
top of a boat, and then lifeboat, then

down into another boat.

And within two minutes, they quickly had to

get away, because I think
it went a bit more than...

That's when it went right over.

And then we went to some Gizio or
Giglio or some place we ended up at,

with a... they gave us a scarf and a coat,

blankets, and that was it.

And then we've been
different places, I mean.

Where are you going?

- Make a call to freak out people.
- Call?

Yes, but no, we need to call
before.

Cathy!

Cathy!

Cathy!

Steve!

Steve! Cathy!

How long did it take you
guys to get off the boat?

That’s our sinking boat.

Uh huh, I’m not even...

I didn’t even realise that this
is actually happening right now.

This will hit me later.

All of our stuff is on it.

But we are off of it and
there's still people on it.

The image of the Costa Concordia resting on

its starboard side,
breached like a dying whale

in the shallow waters,
became an indelible symbol

of modern maritime disaster.

The tragedy claimed
32 lives, a senseless loss

stemming from a single reckless decision.

The ship ran aground off the island of
Giglio, and came to rest on a narrow ledge.

It's 300 metres long.

First, they had to make sure that the

114,000-ton wreck didn't
slip into deeper waters.

So they made an enormous base from concrete

and sandbags that would
eventually serve as a

sort of mattress for it to rest on.

Huge hollow boxes called sponsons
were then fitted to the port side.

Then they were fitted
with hydraulic jacks and

connected by cables to
the underwater platforms.

In a process called
power buckling, the cables

will be gradually tightened
to pull the ship upright.

If everything goes to plan, it
should be righted within 10 hours.

Sponsons will then be fitted to the
other side of the ship and serve as sort

of giant armbands, keeping it afloat.

It'll then be towed to
Sicily and sold for scrap.

It's shocking, I'd say, I’ve
seen pictures on TV of the boat

that was tied to the rocks,

and just seeing the devastation
the rocks did on the rock side

is kind of, well, scary, I'd say.

And we're thinking, well,
why did this captain do this?

I mean, it's, no, it's
rather shallow there.

Many have come to see the Costa
Concordia since she was righted.

Few have such a dreadful
reason for their journey.

Kevin Ribello's brother,
Russell, died on board.

His body is one of two still missing.

He hopes it will be
found within the wreckage.

At this moment, we're looking to close this

whole chapter, so I'm hoping at least they

find some remains because
after 20 months undersea,

underwater, in these
circumstances, I don't pretend much.

That the ship is now upright means there

is a chance the missing will be found.

But this vessel is
damaged beyond repair and

the search will be slow and delicate.

It's very clear now to see where this

114,000-ton vessel tipped
onto the huge granite rocks.

Those who raised her are amazed she stayed

in one piece, but she did, and they

were able to salvage
her intact as protected

the island of Giulio from
an environmental disaster.

A mother has pleaded with rescuers
to not stop the search for her daughter.

I would like the rescuers to not
stop looking and continue looking.

My little girl, they need to bring
her back home as soon as possible.

Elizabeth Nani and her friends took in one

man who'd lost his 30-year-old wife.

There was a town on the top of a
hill, and the church was open there,

and the school was open, and the nursery

school was open, so he brought the
man there to see if he could find his

wife there, and he brought him around the

whole, everywhere where
she would have been taken in.

Still, so far, no news.

One experienced Navy diver says
he has never faced such a difficult task.

It is dangerous because it's dark and also

we are losing the track of our way.

So we are using a line of course, safety
line, to get inside with lights on it.

But it's dangerous
because you can go inside

and open a door, but maybe
on your back the door can close.

Suspending the operation
was an agonizing decision, but

the risks were just too great.

The ship is sitting on a rock ledge

30 meters under the
water's surface, and the

fear is that if it's shifted even just

a few inches now, this massive
vessel may yet fall further.

Inspect them with search
cameras through small hole

and with search camera,
search and rescue camera.

Giorgio Cimenti is an
engineer who specializes in

shipwrecks and has real
concerns for the weeks ahead.

A strong problem is probable.

It's probable?

- Yes.
- That the ship will fall?

Yes.

There are more than 2,000 tons of oil
on board the Concordia held in tanks

not built to withstand
deep water pressure, and

this is Europe's biggest
marine conservation area, a

spill here could cause untold damage.

Specialists have been
brought in to pump the

oil out, but even in good conditions,
that'll take more than a month.

Very impressive, I would say.

Actually, I've just checked
yesterday and the day

before about the techniques
they employed in terms

of, well, setting the
boat straight again and

trying to lift it and so on, and
they did a tremendous work, I'd say.

It's amazing, it really is.

Never seen that kind of thing in my life.

And scary also.

The local bishop came to Giglio today to

pray with the rescue
teams and lift their spirits.

The search for survivors continues,
but prayer is about all they have left.

Tonight, at least the prayers for
good weather have been answered.

The storm that was forecast here has yet

to arrive, but after another day of hard

work, the divers have come up with nothing,

and so for the families of those still

missing, the agony of uncertainty goes on.

Back safe and sound,
dancer Rose Metcalfe thought

her chances of surviving were only 50-50,

so she wrote a farewell
letter to her family.

At Heathrow, she cried joyful tears in the

arms of her mother
Carolyn and brother Robert.

The thing about when you're
considering whether you're

going to survive or not, is you're worrying

that other people are
worrying about you, and

that's the worst thing, is you don't
want anyone to worry about you.

Lives with you, suddenly
you're doing something and

you get a flashback or you get a memory.

If I'm in a crowd, I can't
bear crowds anymore.

Sometimes I panic in the
underground, so it stays with you.

Captain Francesco Schettino
is forever cemented in maritime

history as the man
responsible for the sinking

of the Costa Concordia on January 13, 2012.

Dubbed Captain Coward
by the Italian tabloids and

once labeled the most hated man in Italy,

his actions before, during
and after the disaster

became a global case study in failed
leadership and catastrophic negligence.

The master of the ship took his
decision to go close, so that's up to him.

- Obviously...
- It was his decision.

Unfortunately, yes.

This case is now being handled by
the chief prosecutor here in Grosseto.

He says there appears to be evidence that

the captain abandoned ship while
passengers were still on board.

He has been held here for two
days and will now be questioned.

Prosecutors are also
trying to establish if any

other people on board were involved.

Captain has said the rocks the ship hit

didn't appear on
navigational charts and that he

was among the last to leave the ship.

Tomorrow, a judge will decide
whether he's formally arrested.

Following the disaster, which
claimed 32 lives, Schettino

was arrested and placed under house arrest.

His highly publicized trial in
Grosseto, Italy lasted 19 months.

Prosecutors painted him
as a reckless idiot who

showed no remorse and abandoned
his passengers to save himself.

His defense argued that he was a scapegoat

for systemic corporate
failures at Costa Crociere and

that the ship's watertight
doors had malfunctioned.

Costa Crociere avoided
a criminal trial by paying

a 1 million euro fine in a plea bargain.

In February 2015,
Schettino was found guilty of

manslaughter, causing a maritime
disaster and abandoning ship

with passengers still on board.

He was sentenced to 16
years and one month in prison.

To this day, he maintains that his actions,

specifically maneuvering
the drifting ship closer to the

port after the strike,
saved thousands of lives,

a claim heavily disputed by
maritime experts and survivors.

I think it affected not only those that

died and, of course, the
manslaughter element forms

a major part of the 16-year sentence,
but I think that it affected more than

4,000 people's lives in some way or

another, either panic
on that evening or, in

fact, subsequently, where
many people, like my wife,

won't go on a boat, you
know, without trepidation.

Passengers weren't put in that situation.

They wouldn't have died.

You know, there's that little
girl who's five years old, Diana.

I mean, it's a travesty and it
should not have happened.

The sinking of the Costa
Concordia stands as

one of the most profound
cautionary tales of the 21st century.

It was a marvel of modern
engineering, equipped

with the latest digital navigation
systems, automated watertight

doors and redundant power grids.

Yet, it was entirely undone by the
oldest of maritime hazards, human hubris.

And he has to live with it, doesn't he?

If it was his error,
he has to live with it.

I can't imagine.

If that is the case, I can't
imagine what he must be thinking.

The disaster proved that
no amount of technological

perfection can override
catastrophic human error.

A series of terrible
choices, to the delayed

emergency alarm, to a
captain abandoning his post,

cascaded into an entirely
preventable tragedy.

The ship was not left to become
a rusted monument to failure.

What followed the tragedy
was an engineering epic

that rivaled the
construction of the ship itself.

An international team of
engineers spent over two

years and roughly 1.5 billion dollars, more

than three times the cost of building the

ship, to meticulously
upright the decaying hull.

In July 2014, the
battered, rusted ghost ship

was re-floated and towed to Genoa, the

very port where it had
been proudly launched

just eight years earlier, to
be cut apart and sold for scrap.

Adjusting the water
levels or the air levels

in the sponsor, this is my job now,

and then keep all these
forces under control

by equally ballasting and
re-float the ship actually.

We keep an eye on every single value.

If something is out of range, so we will
see an alarm and we adjust the levels.

But yesterday, for example,
nothing went wrong, it was perfect.

Yeah, but it's a very safe system,
so normally nothing can go wrong.

The next two, three days, you will see

the starboard sponsons
and pairs of two going

down deeper into the water to the final

position and you will hear some noise
because of the air we are releasing.

So basically, you have to keep an
eye on this side, on the starboard side.

The disaster forced a painful global
reckoning with the cruise industry.

The fatal loopholes that cost so
many lives were closed forever.

Most notably, international
maritime law was permanently altered.

Emergency muster drills
are now strictly required for

all passengers before
a cruise ship ever leaves

the dock, ensuring that no guest is ever

again left wandering a sinking ship
without knowing where the lifeboats are.

Furthermore, corporate oversight
was tightened and the reckless

tradition of unauthorized
coastal salutes was firmly banned.

Today, the Costa Concordia is gone,
its steel melted down and repurposed.

The waters off Giglio are clear
again, the shattered reef slowly healing.

But the memory of that
January night remains.

It serves as a permanent
haunting reminder that

no matter how massive the ship or how

luxurious the amenities, the
ocean remains unforgiving and

the lives of thousands
will always depend on

the integrity of those at the helm.